TW200936914A - Controller for variable transmission - Google Patents
Controller for variable transmission Download PDFInfo
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- TW200936914A TW200936914A TW097144386A TW97144386A TW200936914A TW 200936914 A TW200936914 A TW 200936914A TW 097144386 A TW097144386 A TW 097144386A TW 97144386 A TW97144386 A TW 97144386A TW 200936914 A TW200936914 A TW 200936914A
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- Prior art keywords
- control
- changer
- transmission
- controlling
- gear
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/70—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H61/664—Friction gearings
- F16H61/6649—Friction gearings characterised by the means for controlling the torque transmitting capability of the gearing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H15/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by friction between rotary members
- F16H15/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by friction between rotary members without members having orbital motion
- F16H15/04—Gearings providing a continuous range of gear ratios
- F16H15/06—Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B
- F16H15/26—Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B in which the member B has a spherical friction surface centered on its axis of revolution
- F16H15/28—Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B in which the member B has a spherical friction surface centered on its axis of revolution with external friction surface
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
- F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
- F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
- F16H2037/088—Power split variators with summing differentials, with the input of the CVT connected or connectable to the input shaft
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
- F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
- F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
- F16H2037/088—Power split variators with summing differentials, with the input of the CVT connected or connectable to the input shaft
- F16H2037/0886—Power split variators with summing differentials, with the input of the CVT connected or connectable to the input shaft with switching means, e.g. to change ranges
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
- F16H2061/1208—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures with diagnostic check cycles; Monitoring of failures
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H2061/6601—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with arrangements for dividing torque and shifting between different ranges
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0039—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising three forward speeds
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
- F16H2200/2005—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with one sets of orbital gears
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/202—Transmissions using gears with orbital motion characterised by the type of Ravigneaux set
- F16H2200/2023—Transmissions using gears with orbital motion characterised by the type of Ravigneaux set using a Ravigneaux set with 4 connections
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
- F16H2200/2041—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with four engaging means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/62—Gearings having three or more central gears
- F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
- F16H3/663—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another with conveying rotary motion between axially spaced orbital gears, e.g. RAVIGNEAUX
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
- F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
- F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
- F16H37/086—CVT using two coaxial friction members cooperating with at least one intermediate friction member
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H61/664—Friction gearings
- F16H61/6648—Friction gearings controlling of shifting being influenced by a signal derived from the engine and the main coupling
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
Abstract
Description
200936914 六、發明說明: 【發明所屬之技術領域】 本發明涉及一種變速器用之控制器。 【先前技術】 無段變速器(continuously variable transmissions CVT ) 以及實質上連續可變的變速器正日益得到各個應用領域的 公認。因為無段變速器所提供的傳動比(rati〇)連續可變 ❹ 或等級劃分細微,所以控制無段變速器所提供的傳動比的 過程很複雜。此外,無段變速器中可實施的傳動比的檔位 (range)對有些應用來說可能不夠。有一種變速器可實施無 段變速器組合來擴充可用傳動比的檔位,此無段變速器組 合具有一個或多個額外的無段變速器平臺(stages)、一個 或多個固定傳動比檔位分割器(splitters)或其組合。具有 -個或多個額外平臺的無段變速器組合使得傳動比控制過 程更加複雜’因為變速器可能有多種組態能達到相同的最 終傳動比(final drive ratio)。 ❿ T同的變速器組態可(例如)將不同變速器平臺上的 輸入扭矩(inputtorque)按照不同的方式倍增,以達到相 同的最終傳動比。然而,有些組態比其他組態具有更高的 靈活性或效率,同時提供㈣的最終傳動比。 相同的變速器在不同的應用中,變速器控制最佳化的 標準可不同。例如,就燃料效率(fuel efficiency)而言, 變速器控制最佳化的標準可隨著原動機(primem_)的 類型而不同’其中原動機是用來對變速器施加輸入扭矩。 4 200936914 此夕^就特定的變速器及原動機對(pair)而言,變速器 ^制最佳化的標準可__效㈣魏是錄佳化而不 錢倾雜的且有 【發明内容】 最終傳動比來達成。 ❹ ❿ 以;5 述的是_種用於變速器的電子控制器 β控變速H’此電子可控變速器包括變更器 技::ί〇Γ_二其無段變速器。此電子控制器可經配置以 II入訊7這些輸入訊號表示與耦接到變速器的引擎 (engine)有_參數。此電子控㈣也可接收一個或多 個控制輸人。根據這些輸人訊號與㈣輸人,此電子控制 ,可確定主動槽位與主動變更器模式。藉由控制著一個或 多個電子螺線管(eleetlOnies()len()ids),而這些電子螺線 管則控制著變速器的-個或多個部分的傳 控制器可控制變速器的最終傳動比。靴因此電子 本發明的觀點包括一種控制變速器的方法。此方法包 括:接收多個輸入訊號;至少一部分基於這些輸入訊號, 從多個控糖封較线㈣触;根據這些輸入訊號 與主動控制檔位,從多個變更器模式中確定主動變更器模 式;以及根據這些輸入訊號與主動變更器模式來控制變更 器的操作。 本發明的觀點包括一種控制變速器的方法。此方法包 括:接收一個或多個電子輸入值;以及控制施加在一控制 5 200936914 螺線管上的電流,以改變一變更器控制活塞(control piston)的位置,此變更器控制活塞經操作以藉由改變一變 更器中的至少一個旋轉行星的轉轴角度來改變該變更器所 提供的傳動比。 本發明的觀點包括一種控制器系統,此控制器系統包 括.換稽排程模組(shift schedule module),經配置以儲 存換播排程映射圖;換槽點模組(shift point module) ’耦 接到換檔排程模組,經配置以接收多個電子輸入訊號,且 經配置以至少一部分基於這些電子輸入訊號以及換檔排程 映射圖’從多個控制檔位中確定一主動控制檔位;變更器 模式模組,經配置以根據這些電子輸入訊號以及主動控制 槽位來確定變更器模式;以及控制模組,經配置以根據變 更器模式來控制變更器的傳動比。 本發明的觀點包括一種控制器系統,此控制器系統包 括:具有傳動比可變的變更器的變速器,其中變更器的傳 動比是至少一部分基於變更器内的至少一個旋轉行星的縱 轴位置而變化;以及電子控制器,經配置以接收多個輸入, 且產生控制輸出’此控制輸出根據這些輸入來改變變更器 内的至少一個旋轉行星的縱轴的位置。 為讓本發明之上述特徵和優點能更明顯易懂,下文特 舉實施例,並配合所附圖式作詳細說明如下。 【實施方式】 本說明書所描述的是一種用於變速器的電子控制 器,此電子控制器能夠對具有無段變速部分的變速器(諸 6 200936914 如無段變速器、無限變速器(Infinitely Variable Transmission,IVT)或變更器)進行電子控制。此電子控 制器可經配置以接收輸入訊號,這些輸入訊號是表示與耦 接到變速器的引擎有關的參數。這些參數可包括節流闕位 置感測器數值(throttle position sensor values )、載具(vehicle) 速度、齒輪選擇器位置、使用者可選模式組態等或其組合。 此電子控制器也可接收一個或多個控制輸入。根據這些輸 入訊號與控制輸入,此電子控制器可確定主動檔位與主動 變更器模式。藉由控制著一個或多個電子螺線管,而這些 電子螺線管則控制著變速器的一個或多個部分的傳動比, 因此電子控制器可控制變速器的最終傳動比。 在本說明書中,電子控制器是針對無段變速器(諸如 標題為 “ CONTINUOUSLY VARIABLE TRANSMISSIONS AND METHODS THEREFOR” 的國際 專利申請號PCT/US2008/053347中所描述的無段變速器類 型,此國際專利申請號PCT/US2008/053347已轉讓給本申 ® 請書的受讓人,且已整體併入本說明書作為參照)來描述 的。然而,電子控制器並不侷限於控制特殊類型的變速器, 而是也可經配置以控制多種變速器中的任何類型之變速 器。 如本說明書中所使用的術語“以容易操作的方式連 接”、“以容易操作的方式耦接”、“以容易操作的方式 鏈結”、“可操作地連接”、“可操作地辆接,,、“可操 作地鏈結”等是指元件之間的相互關係(機械、鏈結、麵 7 200936914 接等),藉由這種關係,一個元件的操作會引起第二個元 件的對應、跟隨或同時操作或致動(actuation)。值得注 意的是,使用所述術語來描述各個實施例時,用來鏈結或 耦接各元件的特殊結構或機構是以典型方式來描述的。然 而’除非另行明確說明,否則當使用所述術語之一時,此 術語表示實際的鏈結或耦接可具有多種形態,在特定範例200936914 VI. Description of the Invention: [Technical Field of the Invention] The present invention relates to a controller for a transmission. [Prior Art] Continuously variable transmissions (CVT) and substantially continuously variable transmissions are increasingly recognized in various fields of application. Because the gear ratio (rati〇) provided by the stepless transmission is continuously variable ❹ or the level is subdivided, the process of controlling the gear ratio provided by the stepless transmission is complicated. In addition, the range of gear ratios that can be implemented in a stepless transmission may not be sufficient for some applications. There is a transmission that can implement a stepless transmission combination to expand the gear of the available gear ratio, the stepless transmission combination having one or more additional stepless transmission stages, one or more fixed gear ratio gear splitters ( Splitters) or a combination thereof. A stepless transmission combination with one or more additional platforms makes the transmission ratio control process more complicated' because the transmission may have multiple configurations to achieve the same final drive ratio. The same transmission configuration can, for example, multiply the input torque on different transmission platforms in different ways to achieve the same final gear ratio. However, some configurations offer greater flexibility or efficiency than other configurations while providing a final transmission ratio of (4). The same transmission can be optimized for different types of transmission control in different applications. For example, in terms of fuel efficiency, the criteria for transmission control optimization may vary with the type of prime mover (prime_) where the prime mover is used to apply input torque to the transmission. 4 200936914 On the occasion of the specific transmission and prime mover pair (pair), the standard of the transmission system optimization can be __ effect (four) Wei is recorded and not rich and has [invention] final transmission More than to achieve. ❹ ❿ ; ; 5 _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ The electronic controller can be configured to enter the incoming signal 7 with the input signal indicating that there is a parameter associated with the engine coupled to the transmission. This electronic control (4) can also receive one or more control inputs. According to these input signals and (4) input, this electronic control can determine the active slot and active changer mode. By controlling one or more electronic solenoids (eleetlOnies() len() ids), these electronic solenoids control the transmission of one or more parts of the transmission to control the final transmission ratio of the transmission. . Boots, thus Electronics. The present invention includes a method of controlling a transmission. The method includes: receiving a plurality of input signals; at least a part is based on the input signals, and is touched from a plurality of control sugars (four); determining the active changer mode from the plurality of changer modes according to the input signals and the active control positions; And control the operation of the changer based on these input signals and the active changer mode. Aspects of the invention include a method of controlling a transmission. The method includes: receiving one or more electronic input values; and controlling a current applied to a control 5 200936914 solenoid to change a position of a changer control piston that is operated to The gear ratio provided by the changer is changed by changing the angle of the shaft of at least one of the rotating planets in a changer. The perspective of the present invention includes a controller system including a shift schedule module configured to store a swap schedule map and a shift point module. Coupled to the shift scheduling module, configured to receive a plurality of electronic input signals, and configured to determine an active control from the plurality of control gear positions based at least in part on the electronic input signals and the shift schedule map A gear change mode module configured to determine a changer mode based on the electronic input signals and active control slots; and a control module configured to control the gear ratio of the changer based on the changer mode. The perspective of the present invention includes a controller system including: a transmission having a variable ratio changer, wherein the ratio of the changer is based at least in part on a longitudinal axis position of at least one rotating planet within the changer And an electronic controller configured to receive the plurality of inputs and to generate a control output 'this control output changes the position of the longitudinal axis of the at least one rotating planet within the changer based on the inputs. The above described features and advantages of the present invention will become more apparent from the description of the appended claims. [Embodiment] This specification describes an electronic controller for a transmission that can be used with a transmission having a stepless shifting portion (6 200936914 such as a stepless transmission, an infinitely variable transmission (IVT)) Or changer) for electronic control. The electronic controller can be configured to receive input signals that are indicative of parameters associated with an engine coupled to the transmission. These parameters may include throttle position sensor values, vehicle speed, gear selector position, user selectable mode configuration, and the like, or combinations thereof. This electronic controller can also receive one or more control inputs. Based on these input signals and control inputs, the electronic controller determines the active gear and active changer mode. By controlling one or more electronic solenoids that control the gear ratio of one or more portions of the transmission, the electronic controller can control the final gear ratio of the transmission. In the present specification, the electronic controller is a type of a stepless transmission described in the international patent application No. PCT/US2008/053347, the entire disclosure of which is hereby incorporated by reference. /US2008/053347 is assigned to the assignee of the present application and is hereby incorporated by reference in its entirety. However, the electronic controller is not limited to controlling a particular type of transmission, but can also be configured to control any type of transmission in a variety of transmissions. The terms "connected in an easy-to-operate manner", "coupled in an easy-to-operate manner", "coupled in an easy-to-operate manner", "operably connected", "operably connected" as used in this specification. , ", operably link", etc. refers to the relationship between components (mechanical, link, surface 7 200936914, etc.), by which the operation of one component causes the correspondence of the second component Followed or operated simultaneously or actuated. It is noted that the specific structures or mechanisms used to link or couple the various elements are described in a typical manner when the terms are used to describe various embodiments. However, 'unless explicitly stated otherwise, when one of the terms is used, the term means that the actual link or coupling can have multiple forms, in a particular example.
e 中,這些形態對於先前技術中具有通常知識者而言都是明 顯易懂的。 本說明書中使用術語“徑向,’(radial)來表示垂直於 變速器或變更器之縱軸的方向或位置。本說明書中使用的 術語轴向(axial)是指沿著平行於變速器或變更器之 主轴或縱軸的軸的方向或位置。為了簡潔明暸,按照相似 方式來標注_似構件(例如,_活塞582A與控制活 塞582B)有時會共用—個符號(例如,控制活塞582)。 圖1是一種傳動裝置100的實 圖,在本說明書中,此傳動裝置稱為傳動器觸:實 施例中,此傳動器刚包括變速器⑼,此變速器1〇^ 動機1 〇2與負載114之間。原動機 中的-個或多個,且負載意數量的動力產生70件當 (―或構以是任意數量的從動元件 的範例包括但不侷限於引ς中=一個或多個。原動機似 其組合,其中引擎台=、馬達(諸如電動馬達)等或 括但不侷限於内燃機(internal 8 200936914 combustion engines )與外燃機(技咐⑽丨 c〇mbusti〇n engines)。負載的範例包括但不侷限於傳動機構差速組件 (drive train differential asseinblies )、動力分導組件(ρ〇· take-off assemblies )、產生器組件、幫浦組件(pump assemblies)等。 在-實施例中,變速器101包括輸入介面(inpm interfacOUH、變更1跡輸出介面n〇以及槽位盒(遍狀 ❹box) U2,入介面104是以易操作方式雜接到原動機 1〇2。變更H 1〇6可以祕作方式输於輸人介面1〇4與輸 出介面110之間。槽位盒112是以易操作方式耗接於輸出 介面110與負載114之間。 控制器108 (諸如電子控制器)可經配置以監控傳動 裝置1〇〇的一個或多個狀態、特性或特徵。控制器1〇8可 經配置以從使用者介面1Q7接收-個或多個輸人,其中使 用者介面U)7通常位於傳動裝置刚與控制器1〇8附近。 控制器108可選擇性地包括遠端介面1〇9,此遠端介面⑽ 〇 經配置以從遠端控制器(未緣示)接收-個或多個輸入。 、控制器108可輕接至原動機102,且可經配置以監控 或確定原動機1G2的-個或多個特徵。針對原動機1〇2包 ^内燃機的特殊實施例,控制器可經配置以監控(例如) 節流閥位置、引擎速度等或其組合。 控制器108也可耗接至變速器1〇1内的一個或多個平 且可經配置以監控或確定變速器丨⑴的—個或多個特 徵例如,控制器1〇8可經配置以監控或確定輸入介面 9 200936914 104、變更器l〇6、輸出介面110與檐位盒ii2内的各種機 械特徵、流體壓力以及溫度。 控制器108可耦接至使用者介面1〇7,以接收或監控 此使用者介面107提供的輸入。使用者介面1〇7可包括(例 如)齒輪換檔控制器(gear shift controller ),通常稱為齒 輪換播桿(lever)。使用者介面107也可包括一個或多個手 動模式選擇器(manual mode selectors),這些手動模式選 擇器可選擇性地啟動(activated)來控制傳動裝置的 ® 操作模式。手動模式選擇器可以是(例如)一個或多個開 關或可程式化(programmable)元件。在一個特殊實施例 中’手動模式選擇器可選擇性地指示經濟模式(ec〇n〇my mode)、性能模式(performancem〇(je)、奢侈模式(luxury mode)等。手動模式選擇器不一定是互斥的,而是也可同 時或並列啟動或停用(disabled)。 控制器108可藉由遠端介面1〇9來柄接到遠端控制器 (未繪示),且可經配置以從遠端控制器接收一個或多個 φ 輸入。遠端介面109可以是有線介面(wired interface)、 無線介面(wireless interface )等或其組合。有個實施例中, 遠端介面109可支援有線通訊標準。另一個實施例中,遠 端介面109可支援無線通訊標準。在其他實施例中,遠端 介面109可支援專屬的(proprietary)有線或無線通訊介面。 <選擇的是,遠端介面109可經配置以支援有線介面與無 線介面之組合。 控制器108可藉由遠端介面1〇9而從遠端控制器接收 200936914 一個或多個控制輸入或多個監控輸入。控制器1〇8可經配 置以(例如)從遠端控制器接收可程式化更新、表格、運 仃映射圖(operationalmaps)、其他資訊等或其組合。 ❸ 控制器108可經配置以至少一部分基於這些輸:來提 供「個或多個輸出,這些輸出可用來控制傳動裝置丨⑻的 運打特徵。例如,根據這些輸入以及一個或多個預定的運 打映射圖、演算法(algorithms)或程序之組合,控制器 1〇8可控制傳動裝置100特別是變速器1〇1的運行^徵。 控制器108也可經配置以提供一個或多個輸出,這些輸出 是用來進行通訊或指示傳動裝置1〇〇的一個或多^方位 (aspects)的狀態、特徵或狀況。例如,控制器1〇8可經 配置以控制使用者介面107中的一個或多個指示器,或者 藉由遠端介面109來提供診斷資訊(diagnGstie informat 給遠端控制器。 下面將詳細描述的是,控制器1〇8可經配置以控 速器101的最終傳動比’包括變更器1〇6所提供的傳動比 與播位盒(range b〇X)112所致能(enabled)的傳動比 制器108也可經配置以控制諸如換槽特徵的運行特徵。 在一實施例中,控制器1〇8可經配置以控制多個 ^間iS°len°idValVe)(未繪示),這些螺線管閥可控制 輸入面!G4、變更器1G6及槽位盒112的各個方位 制器⑽:經配置以利用開環控制—η—咖心 控制螺線&閥中的-個或多個。可選擇的是,或此 制器⑽可經配置以控制閉合控制環中的—個或多個螺= 11 200936914 管閥,其中此閉合控制環將提供給一個或多個輸入或被一 個或多個輸入監控的回饋資訊(feedback inf〇rmati〇n)回 饋給控制器108。 φ Φ 輸入介面104可經配置以從原動機1〇2接收動力且 將此動力傳遞至變更器106。輸出介面11〇可經配置以將 來自變更器106的動力結合在一起(也就是說,以規定的 轉速來施加的扭矩)’且將這種結合的動力傳遞至權位盒 112。本說明書所揭露的是,輸人介面1()4與輸出介面⑽ 都不必舰於特箱各膽體組態與/或猶_。因此, 輸入介© H)4可包括適合提供這種分散式(distributed)動 力傳遞與分㈣能的任何錄結構綠接結構,且輸出介 面110可包括適合提供這種混合動力傳遞功能的任何齒輪 結構或耦接結構,人介面1G4的範例包括但不侷限 =換器組件(torque converter assemWy),壓離合器 U (hydraulie dmeh 咖pling)、人工致動 電腦控制離合器組件、磁流變離合器聯結牛器 (magnet〇rhe〇l〇glcai chltch c〇upling )等或其組合。 變更ϋ 1G6可經配置以使得從輸人介㈣4發送過 ,動力能夠按照-種方式傳遞到輸出介面ug,而這種方 i:=是著=選=^ 能,= 擴提充=選可==接功 位。齒輪選擇功_範例包括但不_於有效檔位 12 200936914 比(gearratios)的選擇性銜接與各種負載傳動方向的選擇 性銜接。離合器銜接功能的範例包括但不侷限於各種離合 器銜接操作的被動實施與各種離合器銜接操作的主動實 施。 圖2是一種帶有電子控制的變速器ι〇1的簡化圖。圖 2中的變速器1〇1可以是(例如)圖1所示之驅動裝置實 施例中所實施的變速器。 變速器1〇1是由四個主要子系統(majorsubsystems) 來組成。這些子系統包括帶有鎖定離合器(1〇ckupdutch) 212的扭矩變換器210、變更器220 (或者稱為無段變速器 元件)、動力結合器230 (可用結合行星齒輪組來實施) 以及雙速(two-speed)槽位盒240。雙速標位盒240可(例 如)用Ravigneaux齒輪組與離合器242、244及246來實 施。為了清楚起見,變速器1〇1繪示為具有雙速檔位盒 240。其他實施例可省略檔位盒24〇與有關的離合器242、 244及246,而用反向器(reverser)來代替。另一些實施 ❹ 财實施—似上的敝盒24G或具備雙速以上能^的槽 位盒240。 總傳動,是由扭矩變換器210、變更器220以及檔位 盒240來決定。在兩個不同的檔位盒24〇組態中,變更器 220所支援的傳動喊位與魏n 1G1所支援的傳動比檔 位會產生重疊。因此,在槽位重疊的區域内有多種方式能 夠達到規定的總傳動比。 本說明書所A迷的是控⑽統(制是控制器1〇8) 13 200936914 執行傳動比選擇與控制時所選的策略的實施例。一般而 言’在載具速度低的情形下要達到更精確的引擎控制與更 順利的操作,就得依賴於變更器220。 傳動器控制器108從一個或多個系統感測器(system sensors)以及傳動器接收輸入,且操縱一個或多個液壓螺 線管閥243、245、247、213及221,以控制著檔位離合器 242、244、246、變更器220以及扭矩變換器離合器(torque ⑩ converter clutcli, TCC ) 212。控制器108可經配置以至少一 部分基於一個或多個感測器輸入來單獨使用與釋放每個螺 線管閥 213、221、243、245 及 247。 圖3A是一種帶有電子控制的變速器1〇1的簡化圖。 在一實施例中,變速器101可包括扭矩變換器配件800、 主軸(main shaft) 1000、變更器1200、結合元件1400、 權位盒 1600 以及變速箱殼(transmission housing ) 1800。 變速箱殼1800可包括鈐狀箱殼1810(即,第一箱殼部分) 以及以可分離方式連接到此鈴狀箱殼1810的尾部(代肛)箱 ❷ 殼1820 (即,第二箱殼部分)。在所緣示的實施例中,扭 矩變換器配件800、主轴1000、變更器1200、結合元件14〇〇 以及構位盒1600是以轴對齊(axially aligned )方式可操作 地安裝在變速箱殼1800上或内部。因此,本說明書所揭露 的是,變速箱殼1800經配置以容納與支撐著變速器1〇1 的各種配件與/或構件。在其他實施例中,扭矩變換器配件 800、變更器1200、結合元件1400以及檔位盒1600中的 任何一個元件都可相對於其他元件以平行軸的組態來配 200936914In e, these forms are readily apparent to those of ordinary skill in the prior art. The term "radial" is used in this specification to mean the direction or position perpendicular to the longitudinal axis of the transmission or changer. The term axial used in this specification refers to being parallel to the transmission or changer. The direction or position of the axis of the spindle or longitudinal axis. For the sake of brevity, similarly labeled components (e.g., _piston 582A and control piston 582B) sometimes share a symbol (e.g., control piston 582). 1 is a real view of a transmission device 100, which in the present specification is referred to as a driver contact: in the embodiment, the transmission just includes a transmission (9), which is a driver 1 〇 2 and a load 114 - One or more of the prime movers, and the amount of power of the load is 70 pieces when (or the configuration is an example of any number of driven elements including but not limited to one or more = one or more. It may be a combination thereof, in which an engine table =, a motor (such as an electric motor), etc., or including but not limited to an internal combustion engine (internal 8 200936914 combustion engines) and an external combustion engine (technical (10) 丨c〇mbusti〇n engines). Examples of loads include, but are not limited to, drive train differential asseinblies, power take-off assemblies, generator assemblies, pump assemblies, and the like. In the example, the transmission 101 includes an input interface (inpm interfacOUH, a change 1 trace output interface n〇, and a slot box U2), and the interface 104 is interspersed with the prime mover 1〇2 in an easy-to-operate manner. Change H 1〇 6 can be secretly transferred between the input interface 1〇4 and the output interface 110. The slot box 112 is operatively interposed between the output interface 110 and the load 114. The controller 108 (such as an electronic controller) One or more states, characteristics or features of the transmission 1〇〇 can be configured to be monitored. The controller 1〇8 can be configured to receive one or more inputs from the user interface 1Q7, wherein the user interface U) 7 is typically located adjacent the actuator 1 8 . The controller 108 can optionally include a remote interface 1 〇 9 that is configured to receive from a remote controller (not shown) - One or more inputs. The controller 108 can be lightly coupled to the prime mover 102 and can be configured to monitor or determine one or more features of the prime mover 1G2. For a particular embodiment of the prime mover engine, the controller can be configured to monitor (eg, The throttle position, engine speed, etc., or a combination thereof. The controller 108 may also be consuming one or more features in the transmission 101 that are configurable to monitor or determine the transmission 丨(1). For example, controller 1A8 can be configured to monitor or determine various mechanical features, fluid pressures, and temperatures within input interface 9 200936914 104, changer 106, output interface 110, and clamp box ii2. Controller 108 can be coupled to user interface 1 to receive or monitor the input provided by user interface 107. The user interface 1 〇 7 may include, for example, a gear shift controller, commonly referred to as a gear shifter. The user interface 107 may also include one or more manual mode selectors that are selectively activated to control the ® operating mode of the transmission. The manual mode selector can be, for example, one or more switches or programmable elements. In a particular embodiment, the 'manual mode selector' can selectively indicate an economic mode (ec〇n〇my mode), a performance mode (performancem〇(je), a luxury mode, etc. The manual mode selector is not necessarily They are mutually exclusive, but can also be enabled or disabled simultaneously or in parallel. The controller 108 can be connected to the remote controller (not shown) via the remote interface 1〇9 and can be configured. Receiving one or more φ inputs from the remote controller. The remote interface 109 can be a wired interface, a wireless interface, or the like, or a combination thereof. In one embodiment, the remote interface 109 can support Wired communication standard. In another embodiment, the remote interface 109 can support wireless communication standards. In other embodiments, the remote interface 109 can support a proprietary wired or wireless communication interface. < The interface 109 can be configured to support a combination of a wired interface and a wireless interface. The controller 108 can receive 200936914 one or more control inputs or multiple monitors from the remote controller via the remote interface 1〇9. The controllers 1 8 can be configured to receive, for example, programmable updates, tables, operational maps, other information, etc., or a combination thereof, from a remote controller. ❸ The controller 108 can be configured to At least a portion is based on these inputs: to provide "one or more outputs that can be used to control the operational characteristics of the transmission (8). For example, based on these inputs and one or more predetermined mappings, algorithms (algorithms) Alternatively, the controller 1 8 can control the operation of the transmission 100, particularly the transmission 101. The controller 108 can also be configured to provide one or more outputs for communication or State, characteristic or condition indicating one or more aspects of the transmission 1 . For example, the controller 1 8 may be configured to control one or more indicators in the user interface 107, or by The remote interface 109 provides diagnostic information (diagnGstie informat to the remote controller. As will be described in more detail below, the controller 1〇8 can be configured to control the final gear ratio of the speed controller 101. The gear ratio encoder 108 provided with the gear ratio and range box 112 provided by the changer 1〇6 can also be configured to control operational characteristics such as the groove change feature. In an embodiment, the controller 1A8 can be configured to control a plurality of iS°len°idValVe) (not shown), and the solenoid valves can control the input face! G4, the changer 1G6, and the slot box 112. Each of the azimuth controllers (10): configured to utilize open-loop control - η - café - control one or more of the solenoid & valves. Alternatively, or the maker (10) can be configured to control one or more of the solenoids in the closed control loop = 11 200936914, wherein the closed control loop will be provided to one or more inputs or by one or more Feedback feedback (fetch inf〇rmati〇n) of the input monitor is fed back to the controller 108. The φ Φ input interface 104 can be configured to receive power from the prime mover 1〇2 and communicate this power to the changer 106. The output interface 11A can be configured to combine the power from the changer 106 (i.e., the torque applied at a prescribed rotational speed)' and transfer such combined power to the weight box 112. What is disclosed in the present specification is that the input interface 1 () 4 and the output interface (10) do not have to be configured in the special configuration of the common box and/or the _. Thus, the input interface H) 4 may include any recorded structure green joint structure suitable for providing such distributed power transfer and sub-fourth energy, and the output interface 110 may include any gear suitable for providing such hybrid power transfer function. Structure or coupling structure, examples of human interface 1G4 include but not limited = torque converter assemWy, pressure clutch U (hydraulie dmeh pling), artificially actuated computer control clutch assembly, magnetorheological clutch coupling cow (magnet〇rhe〇l〇glcai chltch c〇upling), etc. or a combination thereof. Change ϋ 1G6 can be configured so that it can be sent from the input (4) 4, and the power can be transmitted to the output interface ug in a manner of -, ============================================ == Connect the work position. Gear selection work _ examples include but not _ effective gear position 12 200936914 Selective engagement with (gearratios) and various load transmission directions. Examples of clutch engagement functions include, but are not limited to, passive implementation of various clutch engagement operations and active implementation of various clutch engagement operations. Figure 2 is a simplified diagram of a transmission ι〇1 with electronic control. The transmission 1〇1 of Fig. 2 can be, for example, the transmission implemented in the embodiment of the drive unit shown in Fig. 1. The transmission 1〇1 is composed of four main subsystems (majorsubsystems). These subsystems include a torque converter 210 with a lockup clutch 212, a changer 220 (also referred to as a stepless transmission component), a power combiner 230 (which can be implemented in conjunction with a planetary gear set), and two speeds ( Two-speed) slot box 240. The two speed index box 240 can be implemented, for example, with a Ravigneaux gear set and clutches 242, 244, and 246. For the sake of clarity, the transmission 101 is illustrated as having a two-speed gear box 240. Other embodiments may omit the gearbox 24 and the associated clutches 242, 244, and 246, but instead use a reverser. Other implementations are implemented in the same way as the box 24G or the slot box 240 with two speeds or more. The total transmission is determined by the torque converter 210, the changer 220, and the gear box 240. In two different gearbox configurations, the drive shunts supported by the changer 220 overlap with the gear ratios supported by the Wei n 1G1. Therefore, there are multiple ways to achieve the specified total gear ratio in the area where the slots overlap. What is confusing in this specification is the control (10) system (system is controller 1 〇 8) 13 200936914 embodiment of the strategy selected when performing gear ratio selection and control. In general, it is necessary to rely on the changer 220 to achieve more precise engine control and smoother operation in the case of low vehicle speeds. The actuator controller 108 receives input from one or more system sensors and actuators and operates one or more hydraulic solenoid valves 243, 245, 247, 213, and 221 to control the gear position Clutches 242, 244, 246, a changer 220, and a torque converter clutch (TCC) 212. Controller 108 can be configured to separately use and release each of solenoid valves 213, 221, 243, 245, and 247 based on at least a portion of one or more sensor inputs. Figure 3A is a simplified diagram of a transmission 1〇1 with electronic control. In an embodiment, the transmission 101 can include a torque converter assembly 800, a main shaft 1000, a modifier 1200, a coupling element 1400, a weight box 1600, and a transmission housing 1800. The transmission housing 1800 can include a beak case 1810 (ie, a first case portion) and a tail (anal) case 1820 that is detachably coupled to the bell case 1810 (ie, a second case) section). In the illustrated embodiment, the torque converter assembly 800, the spindle 1000, the modifier 1200, the coupling member 14A, and the configuration cartridge 1600 are operatively mounted to the transmission housing 1800 in an axially aligned manner. Up or inside. Accordingly, it is disclosed herein that the transmission housing 1800 is configured to receive and support various accessories and/or components of the transmission 1〇1. In other embodiments, any of the torque converter assembly 800, the changer 1200, the coupling element 1400, and the gearbox 1600 can be configured with parallel axes relative to other components.
有些實施例中,變更器·與主轴是以可 =式耗接於扭矩變換器配件咖的動力輸出部分與結合元 牛1400的動力輸入部分之間。操作時,扭矩變換器配件 _是藉由主軸1000來將動力傳遞至變更器12〇〇。In some embodiments, the changer and the main shaft are consumable between the power output portion of the torque converter accessory and the power input portion of the combination 1800. In operation, the torque converter accessory _ is used to transmit power to the changer 12 by the spindle 1000.
m 1200提供動力給結合元件屬的第—動力輸入部分 1410。主軸1_提供動力給結合元件14〇〇的第二動 入部分1405。來自變更器聽與主轴1〇〇〇的動力可按照 選擇性變化的傳動比(例如,來自變更器麗的動力相對 於來自主車由1000的動力)來提供給結合元件剛, 透過結合70件剛來結合在—起。結合元件M⑽藉由此 結合το件14GG的動力輸出部分剛來將結合的動力傳 至槽位盒1_。此動力輸出部分M〇1可包括行星齒 的載體與/或傳遞(transfer)軸。 在-實施例中,變更器12〇〇是安裝在主轴1〇〇〇上。 有一種組態中,變更器1200與主轴1〇〇〇形成扭矩分配單 兀(torque split unit)。具體地說,藉由變更器12〇〇或 由主軸1_㈣遞至結合元件漏的扭矩之比可根據變 更器麗的扭㈣設定來轉性賴化。最終,變更器 1巧〇按照-種方式㈣力傳遞1纟#合元件剛,而這種^ 式就疋伴隨著此動力而產生的扭矩與/或轉速可選擇性地 持續變化(即’可調節)。因此,變更器麗可經配置以 接收第-規格的動力(例如,第一扭矩與第一轉軸速度), 以及輸出第二規格的動力(例如,第二扭矩與第二轉轴速 15 200936914 度)。 例如,扭矩變換器配件800是輸入介面1〇4的一個實 施例,因此具有將來自原動機的動力經由(例如)主軸1〇〇〇 而傳遞至變更器1200的功能’其中原動機是依附在扭矩變 換器配件800上。在其他實施例中,可實施不同類型的輸 入介面來代替扭矩變換器配件800,諸如(例如)手動控 制離合器配件、電腦控制離合器組件或飛輪(flywheel)。 ❹結合元件1400是輸出介面的一個實施例,因此具有將從變 更器1200與主軸1〇〇〇接收的動力結合在一起且將這種結 合的動力傳遞至檔位盒1600的功能。在一實施例中,檔位 盒1600從結合元件1400接收動力,並且輸出動力,同時 像上文參照圖1所討論的那樣提供各種齒輪選擇功能與離 合器銜接功能當中的一種或多種功能。下面將進一步討論 的是’檔位盒1600與變更器12〇〇相結合使得變速器 能夠按照多種模式來操作(即,一種多模式變速器)。 在一實施例中,變更器1200可包括輸入負載凸輪牽 © 引環(load-cam-and-traction-ring)配件 2000A、輸出負載 凸輪牽引環配件 2000B 、行星換檔桿 (planet-and-shift-lever )配件陣列2100、換槽凸輪恒星 (shift-cam-and-sun ) 配件 2200 以及定子歧管 (stator-manifold)配件2300。有個實施例中,換構凸輪恒 星配件2200是用定子歧管配件2300來支撐著。換檔凸輪 恒星配件2200以一種方式被支撐著,這種方式使得此換檔 凸輪恒星配件2200能夠沿著主軸1〇〇〇的縱軸LA1平移 200936914 在(Π=)熊行星換檔桿配件2100以一定的角度排列 在主軸1000周圍’且被換播凸輪恒星配件2200與定子歧 管配件23〇0共同支擇著。每個行星換播桿配件2卿是以 ❹ -,方式被支料,峻财式有助於所麵行星換標桿 ^ 2100繞者各別參考# ται來同步旋轉 考軸^是從每個行星換播桿配件删的行星雇^ ^糟由這種同步旋轉,所有的行星換槽桿配件·在規 疋:時刻都處在相同的相對旋轉位置。與每個行星換標桿 配件2100有關的軸TA1是從各別行星㈣的中心點穿 實質上垂直於穿過各別行星2102的中心點從縱轴Μ 伸出的徑向參考軸RAi。 有&實施例中’主軸1000包括第-端部分1005、中 以及第二端部分1G15。第—端部分1005是以 方軸1000相對於扭矩變換器組件800之動力輸出部分 轉的方式來轉接到此動力輸出部 出 = ,,bine)的輸出較(。utputhub))。主軸 _變〇 $引3^ ^ ^ ^止主轴1000相對於輸入負載凸輪 L tt而旋轉的方式來叙接到此輸入負載凸輪 ,I =配件2000A。主轴麵的第二端部分1〇15是以防 刚相對於結合元件剛之第一動力輸入部分 轉的方式來輕接到此第一動力輸入部分M〇5。變 :^200的輸出負载凸輪牽引環配件如⑻^是以防止此 』一載凸輪牽引環配件2〇〇〇B相對於結合元件_〇之 動力輸入部分141〇而旋轉的方式來轉接到此第一動 17 200936914 力輸入部分1410。因此,主軸1000經適當配置以將來自 扭矩變換器配件800的動力(a)直接傳遞至結合元件1400, 以及(b)藉由變更器1200來傳遞至結合元件1400。The m 1200 provides power to the first power input portion 1410 of the bonding element. The main shaft 1_ provides power to the second moving portion 1405 of the coupling member 14A. The power from the changer listening to the main shaft 1 可 can be supplied to the coupling element just according to the selectively changing transmission ratio (for example, the power from the changer 丽 is relative to the power from the main vehicle by 1000), through the combination of 70 pieces Just came together to start. The coupling element M (10) is used to transfer the combined power to the slot box 1_ by the power output portion of the TG member 14GG. This power take-off portion M〇1 may include a carrier and/or a transfer shaft of the planet teeth. In the embodiment, the changer 12A is mounted on the spindle 1〇〇〇. In one configuration, the changer 1200 forms a torque split unit with the spindle 1 . Specifically, the ratio of the torque that is transmitted to the coupling element by the changer 12 or by the spindle 1_(4) can be converted according to the twist (four) setting of the converter. In the end, the changer 1 uses the force of the four-component (4) force to transmit the component, and the torque and/or the rotational speed generated by the power can be selectively continuously changed (ie, Adjust). Accordingly, the changer may be configured to receive the first gauge power (eg, the first torque and the first shaft speed) and output the second gauge power (eg, the second torque and the second shaft speed 15 200936914 degrees) ). For example, the torque converter assembly 800 is an embodiment of the input interface 1-4, thus having the function of transferring power from the prime mover to the changer 1200 via, for example, a spindle 1 'where the prime mover is attached to the torque converter On the accessory 800. In other embodiments, different types of input interfaces may be implemented in place of torque converter assembly 800, such as, for example, a manually controlled clutch assembly, a computer controlled clutch assembly, or a flywheel. The ❹ coupling element 1400 is an embodiment of the output interface and therefore has the function of combining the power received from the transformer 1200 with the spindle 1 且 and transmitting such combined power to the gear box 1600. In one embodiment, the gearbox 1600 receives power from the coupling element 1400 and outputs power while providing one or more of a variety of gear selection functions and clutch engagement functions as discussed above with respect to FIG. As will be further discussed below, the combination of the gearbox 1600 and the changer 12〇〇 enables the transmission to operate in a variety of modes (i.e., a multi-mode transmission). In an embodiment, the changer 1200 can include an input load cam-and-traction-ring assembly 2000A, an output load cam traction ring assembly 2000B, and a planetary shifter (planet-and-shift) -lever ) Accessory Array 2100, shift-cam-and-sun accessory 2200 and stator-manifold accessory 2300. In one embodiment, the alternate cam star assembly 2200 is supported by a stator manifold fitting 2300. The shift cam stellar accessory 2200 is supported in a manner that allows the shift cam stellar accessory 2200 to translate along the longitudinal axis LA1 of the spindle 1 2009 200936914 in (Π =) bear planet shifter accessory 2100 Arranged around the spindle 1000 at a certain angle' and the swapped cam stellar fitting 2200 is co-supported with the stator manifold fitting 23〇0. Each of the planets is equipped with a ❹-, and is supported by the ❹-, the way of the financial help to the face of the planet to change the standard rod 2 2100 around the individual reference # ται to synchronize the rotation of the test axis ^ is from each planet The replacement of the rod accessories to remove the planet hired ^ ^ bad by this synchronous rotation, all the planets change the groove rod accessories · in the regulation: the moment is in the same relative rotation position. The axis TA1 associated with each of the planetary indexing rod assemblies 2100 is a radial reference axis RAi extending from the center point of the respective planet (4) substantially perpendicular to the center point passing through the respective planets 2102 from the longitudinal axis Μ. In the & embodiment, the spindle 1000 includes a first end portion 1005, a middle portion, and a second end portion 1G15. The first end portion 1005 is transferred to the power output portion by the rotation of the square shaft 1000 with respect to the power output portion of the torque converter assembly 800. The output of the "bine" is (.utputhub). The spindle _ 〇 〇 $ 引 3 ^ ^ ^ ^ The spindle 1000 is rotated relative to the input load cam L tt to connect to the input load cam, I = accessory 2000A. The second end portion 1〇15 of the main shaft face is lightly coupled to the first power input portion M〇5 in such a manner as to prevent rotation of the first power input portion just before the coupling member. Change: ^200 output load cam traction ring fittings such as (8) ^ to prevent this "one-load cam traction ring fitting 2" B from rotating relative to the coupling element _ 〇 power input portion 141 来 to This first action 17 200936914 force input portion 1410. Accordingly, the spindle 1000 is suitably configured to transfer power (a) from the torque converter assembly 800 directly to the coupling member 1400, and (b) to the coupling member 1400 via the modifier 1200.
每個行星2102是位於輸入負載凸輪牽引環配件 2000A、輸出負載凸輪牽引環配件2〇〇〇B以及換檔凸輪恒 星配件2200的旁邊。主轴1〇〇〇可經配置以對輸入負載凸 輪牽引環配件2000A施加扭矩。透過輸入負載凸輪牽引環 配件2000A與每個行星2102之間的各別輸入牽引介面TI1 上的牽引,輸入負載凸輪牵引環配件2000A將扭矩施加在 行星2102上,從而使得每個行星21〇2繞著各別行星轴 2104旋轉。如同本說明書所使用的,輸入牽引介面TI1是 界定在輸入負載凸輪牽引環配件2〇〇〇Α與各別行星21〇2 之間的接觸區。較佳的是,每個輸入牽引介面τπ與每個 輸出牵引介面TI2上的牽引是透過牽引流體所形成的彈性 流體動力層(elastohydrodynamiclayer)來提供,但並非一 定如此。 透過輸入負载凸輪牽引環配件2〇〇〇B與每個行星 2102之間的各別輸出牽引介面Ή2上的牽引行星21⑽ f扭矩施加在輸出負載凸輪牵引環配件2000Β上,從而使 得輸出貞載凸齡彡丨觀件2_B繞著主ϋ 1_旋轉。 如同本說明書所使用的,輸出牽引介面ΤΙ2是界定 負載凸輪牽彳丨環配件2_Β與各別行星2⑽之間的 區。如圖3Α所示,輸出負载凸輪牵引環配件2咖 接到結合元件14〇〇。因此,扭矩可從主抽讓藉由2 18 200936914 器1200而傳遞到結合元件1400。Each planet 2102 is located next to the input load cam traction ring assembly 2000A, the output load cam traction ring assembly 2〇〇〇B, and the shift cam star assembly 2200. The spindle 1〇〇〇 can be configured to apply torque to the input load cam traction ring fitting 2000A. By inputting the traction on the respective input traction interface TI1 between the load cam traction ring assembly 2000A and each planet 2102, the input load cam traction ring assembly 2000A applies torque to the planet 2102 such that each planet 21〇2 is wound. The respective planet shaft 2104 rotates. As used in this specification, the input traction interface TI1 is defined as the contact area between the input load cam traction ring fitting 2〇〇〇Α and the respective planet 21〇2. Preferably, each of the input traction interfaces τπ and the traction on each of the output traction interfaces TI2 are provided by an elastic fluid dynamic layer (elastohydrodynamic layer) formed by the traction fluid, but this is not necessarily the case. Through the input load cam traction ring fitting 2 〇〇〇 B and each planet 2102 between the respective output traction interface Ή 2 on the traction planet 21 (10) f torque is applied to the output load cam traction ring fitting 2000 ,, so that the output 贞 carrying convex The age of the viewing piece 2_B rotates around the main ϋ 1_. As used in this specification, the output traction interface ΤΙ2 defines the area between the load cam collar ring fitting 2_Β and the respective planet 2 (10). As shown in Fig. 3A, the output load cam traction ring fitting 2 is attached to the coupling member 14A. Thus, torque can be transferred from the main draw to the bond element 1400 by the 2 18 200936914 1200.
如上文參照圖3A所述,藉由變更器12〇〇或藉由主轴 1000而傳遞到結合元件1400的扭矩之比可根據變更器 1200的扭矩比而選擇性地變化。此扭矩比是指在行星換槽 桿配件2100具有規定傾斜度的情形下,輸入牽引介面TI1 與輸出牽引介面TI2相對於轴LA2的相對位置。當輸出牽 引介面τπ上的行星2102切向表面速度(tangentiaisurface velocity)與輸出牵引介面TI2上的行星21〇2切向表面速 度相等時,扭矩比實質上等於丨,且不存在對應的扭矩倍 增(torque multiplication)。藉由斜置行星換檔桿配件 2100,輸入牽引介面TI1上的行星21〇2切向表面速度比相 對於輸出牽引介面TI2上的行星21〇2切向表面速度比可選 擇性地調節。下面將進一步討論的是,換槽凸輪恒星配件 可經配置以使得換檔凸輪恒星配件2200之平移可導致行 星換槽桿配件2ΗΚ)達到賴的傾斜。行星換娜配件測 相對於扭紐為i所對應之位置的傾斜方向決定了扭矩倍 增是大於1 (即,扭矩輸出大於扭矩輸入)還是小於!(即, 扭矩輸入大於扭矩輸出)。 TI2相針於γ 预八平5丨介面Ή1與輸出牵引介面 二相對於徑向參考軸心的角度相等,其中徑向參考轴 Μ。因此,當每個行星2102的縱 ί等距jmi000的縱轴lai時,扭矩比為卜這 向上的行麵⑽21G_糊(m) 200936914 所產生的扭矩倍增絕對值與第二調節方向上的滿量程調節 相同。在其他實施例中,當扭矩比為10且縱軸LA2平行 於縱轴LA1時,輸入牽引介面TI1與輸出牽引介面τΐ2相 對於參考軸ΤΑ1可以為非等距離的。這種非等距離組態可 提供調節範圍偏差(biasing),使得第一調節方向上的行 星換槽杯配件2100滿量程調節所產生的扭矩倍增絕對值 不同於第一調卽方向上的滿量程調節。 ❹ 如圖3A中的實施例所示,變更器1200可按軸向方式 固定在主軸1000上,介於主軸1000的軸向反作用凸緣 (axial reaction flange) 1020 與轴向鎖定螺帽(axial 1〇ck nut) 1305之間。軸向鎖定螺帽1305包括螺紋孔(threaded bore),經配置以緊密配合主軸1000上的對應之螺紋部分 (threadedportion) 1025。軸向反作用凸緣1〇2〇可固定地 附者在主轴1 〇〇〇上,鄰接著主轴1 〇〇〇的第二端部分 1015。螺紋部分1025可以是主轴1〇〇〇的組成構件,鄰接 著主軸1000的中央部分1010。在一實施例中,主軸1000 ❹ 包括防動搖引導表面(anti-rockpiloting surface) 1028,經 配置以銜接軸向鎖定螺帽1305的一配合防動搖引導表 面,從而限制該軸向鎖定螺帽1305相對於主軸1〇〇〇而搖 動。 主轴1000的第一端部分1005的第一銜接延伸部分 1030可經配置以銜接或支撐著軸承組件(bearing assembly) 810,此軸承組件810是用來與扭矩變換器配件 800或其他支撐構件的特定構件進行介面作用 20 200936914 (^rfaee)。_ _ 的第二端部分 ΐ()ι =分,统置以銜接或支撐著轴承組件;^接 ^軸承組件⑷5是用來與結合元件剛的特定構件進行 用。有些實施例中’軸承組件議、⑷5都僅包括 襯套(bushing)或轴承構件。在其他實施财轴承組件 810、Mis都包括襯套或軸承構件以及料構件,此密封 構件經配置以銜接各別的銜接延伸部分咖、⑽5的配合 面。 0As described above with reference to Figure 3A, the ratio of torque transmitted to the coupling member 1400 by the modifier 12 or by the spindle 1000 can be selectively varied in accordance with the torque ratio of the modifier 1200. This torque ratio means the relative position of the input traction interface TI1 and the output traction interface TI2 with respect to the axis LA2 in the case where the planetary changer fitting 2100 has a predetermined inclination. When the tangential surface velocity of the planet 2102 on the output traction interface τπ is equal to the tangential surface velocity of the planet 21〇2 on the output traction interface TI2, the torque ratio is substantially equal to 丨, and there is no corresponding torque multiplication ( Torque multiplication). With the tilted planetary shifter assembly 2100, the tangential surface speed of the planet 21〇2 input to the traction interface TI1 is selectively adjusted relative to the tangential surface speed ratio of the planet 21〇2 on the output traction interface TI2. As will be further discussed below, the slotted cam star assembly can be configured such that the shifting of the shift cam stellar fitting 2200 can cause the planetary shifter fitting 2) to reach the tilt. Planetary Na's Parts Measurement The direction of the tilt relative to the position of the twisted button i determines whether the torque multiplication is greater than 1 (ie, the torque output is greater than the torque input) or less! (ie, the torque input is greater than the torque output). The TI2 phase pin is equal to the radial reference axis at the γ pre-eight-flat 5丨 interface Ή1 and the output traction interface. The radial reference axis is Μ. Therefore, when the longitudinal axis of each planet 2102 is equidistant from the longitudinal axis of jmi000, the torque ratio is the absolute value of the torque multiplication generated by the upward line surface (10) 21G_ paste (m) 200936914 and the second adjustment direction is full. The range adjustment is the same. In other embodiments, the input traction interface TI1 and the output traction interface τΐ2 may be non-equidistant with respect to the reference axis 当1 when the torque ratio is 10 and the vertical axis LA2 is parallel to the vertical axis LA1. This non-equidistant configuration provides adjustment range biasing such that the absolute value of the torque multiplication produced by the full range adjustment of the planetary change cup assembly 2100 in the first adjustment direction is different from the full scale in the first adjustment direction. Adjustment.变更 As shown in the embodiment of FIG. 3A, the changer 1200 can be axially fixed to the spindle 1000, with an axial reaction flange 1020 and an axial locking nut (axial 1) of the spindle 1000. 〇ck nut) between 1305. The axial locking nut 1305 includes a threaded bore configured to closely mate with a corresponding threaded portion 1025 on the spindle 1000. The axial reaction flange 1 〇 2 〇 can be fixedly attached to the main shaft 1 , adjacent to the second end portion 1015 of the main shaft 1 。. The threaded portion 1025 can be a component of the main shaft 1 , adjacent the central portion 1010 of the main shaft 1000. In one embodiment, the spindle 1000 包括 includes an anti-rockpiloting surface 1028 configured to engage a mating anti-rotation guide surface of the axial locking nut 1305 to limit the axial locking nut 1305 relative Shake on the spindle 1〇〇〇. The first engagement extension 1030 of the first end portion 1005 of the spindle 1000 can be configured to engage or support a bearing assembly 810 that is specific to the torque converter assembly 800 or other support member. Component interface role 20 200936914 (^rfaee). The second end portion of _ _ ΐ () ι = minute, integrated to engage or support the bearing assembly; ^ bearing assembly (4) 5 is used with the specific member of the bonding element. In some embodiments, the 'bearing assembly, (4) 5 includes only bushing or bearing members. In other implementations, the bearing assemblies 810, Mis include a bushing or bearing member and a material member that is configured to engage the mating faces of the respective engaging extensions, (10) 5. 0
❹ 圖3B疋變更器1200之實施例的簡化圖,此變更器 1200可以是(例如)圖3A所示之變速器令的變更器。在 所繪不的變更器1200之實施例中,每個行星換檔桿配件 2100包括一行星2102,此行星2102以可旋轉方式安裝在 行星軸2104上,而此行星軸21〇4可位於行星中心孔2ι〇3 上。間隔開的行星軸承(planetbearings) 2108、内間隙壁 (inner spacer) 2110 以及外間隙壁(outer spacers) 2112 可以同轴方式(coaxially)安裝在行星軸21〇4上。有些實 施例中,内間隙壁2110是位於行星轴承2108之間,且每 個行星軸承2108是位於各別的外間隙壁2112與内間隙壁 2110之間。因此’每個行星2102是以負载支承方式 (load-bearing)及可旋轉方式來可旋轉地安裝在各別行星 轴2104上。變更器1200並不侷限於使用特殊的行星轴承 與間隙壁配置來將每個行星2102以可旋轉方式安裝在各 別行星轴2104上。例如’在有些實施例中,可實施一種使 用兩個以上或兩個以下的行星軸承以及兩個以上或兩個以 21 2009369143B is a simplified diagram of an embodiment of the changer 1200, which may be, for example, a changer of the transmission command shown in FIG. 3A. In the illustrated embodiment of the changer 1200, each of the planetary shifter assemblies 2100 includes a planet 2102 that is rotatably mounted on the planet shaft 2104, and the planet shaft 21〇4 is located on the planet Center hole 2ι〇3. Spaced planet bearings 2108, inner spacer 2110, and outer spacers 2112 can be coaxially mounted on the planet shafts 21〇4. In some embodiments, the inner spacer 2110 is located between the planet bearings 2108 and each of the planet bearings 2108 is located between the respective outer spacer 2112 and the inner spacer 2110. Therefore, each of the planets 2102 is rotatably mounted on the respective planet shafts 2104 in a load-bearing manner and in a rotatable manner. The changer 1200 is not limited to the use of special planetary bearing and spacer configurations to rotatably mount each planet 2102 on each of the planet shafts 2104. For example, in some embodiments, one or more of two or fewer planetary bearings and two or more of them may be implemented as 21 200936914
下的間隙壁(即,内部位置與/或外部位置)的行星軸承與 間隙壁配置。 N 行星軸換檔桿2106 ( “換檔桿2106”)可固定地連 接在行星轴2104的相對端部分2107 ’使得行星2102位於 換槽杯2106之間。行星軸2104是穿過每個換槽桿2106 的行星軸孔2111。在一實施例中,相對端部分21〇7包括 斜滾请肩狀體(skew roller shoulders) 2109,上面安裝著 斜滾筒2122。每個斜滾筒2122可藉由墊圈(washer)2124 與扣環(clip ring) 2126來固持在適當位置上,其中扣環 2126可銜接在斜滾筒肩狀體21〇9的凹槽(gr〇〇ve)内。 本說明書所揭露的是’有些實施例中,換檔桿21〇6可包括 諸如(例如)凹& ( recess )、通道()等的一個 或多個特徵(未繪示),以使換槽桿21G6與變更器12〇〇 的其他構件之間具有間隙。 ❹ 有些實施财,_導減軸(shift guide toller axle) :2116=銜接在每個換槽桿21〇6的換槽導軌滾轴孔 2117 内 以及行星軸2104的對應之軸捕捉特徵(axle Capturing ^ature) 2119 R。在一實施例中,換槽導執滾轴孔2爪 禮ίί^Ι2111 m通常垂直於行星轴孔2111 °換 2121。㈣/\2U7鄰接著換構桿2106的第一端部分 特徵2119的範例包括但不侷限於通常以凹口 2119 換槽導軌,袞轴16與對應之軸捕捉特徵 …置(例如’實質上防止)換槽導軌滾轴 22 200936914 2116相對於所銜接的轴捕捉特徵 (radial displacement)。因此,當生徑向位移 裝在行星軸雇上,使轴= 導軌滾軸孔2117以及對應之軸捕捉 ^在換槽 導軌滾轴與對應之軸捕捉特徵21 =密=Planetary bearing and spacer configurations for the lower spacers (ie, internal and/or external locations). The N planetary shaft shift lever 2106 ("shift lever 2106") can be fixedly coupled to the opposite end portion 2107' of the planet shaft 2104 such that the planet 2102 is positioned between the change cups 2106. The planet shaft 2104 is a planetary shaft hole 2111 that passes through each of the groove changing rods 2106. In one embodiment, the opposite end portions 21A7 include skew roller shoulders 2109 having a diagonal roller 2122 mounted thereon. Each of the inclined rollers 2122 can be held in place by a washer 2124 and a clip ring 2126, wherein the buckle 2126 can be engaged with the groove of the inclined roller shoulder 21〇9 (gr〇〇 Within ve). The present disclosure discloses that in some embodiments, the shift lever 21〇6 may include one or more features (not shown) such as, for example, a recess, a channel, etc., to There is a gap between the grooved rod 21G6 and other members of the changer 12A. ❹ Some implementations, shift guide toller axle: 2116 = joint in the groove guide roller hole 2117 of each grooved rod 21〇6 and the corresponding axis capture feature of the planet shaft 2104 (axle Capturing) ^ature) 2119 R. In one embodiment, the change of the guide roller aperture 2 jaws ίί^ 2111 m is generally perpendicular to the planet shaft bore 2111 ° for 2121. (d) /\2U7 The example of the first end portion feature 2119 adjacent to the shifting rod 2106 includes, but is not limited to, generally a slotted guide rail with a notch 2119, and the cymbal 16 is associated with a corresponding axis capture feature (eg, 'substantially prevents The groove guide roller 22 200936914 2116 captures a radial displacement relative to the engaged axis. Therefore, when the radial displacement is mounted on the planet shaft, the shaft = rail roller hole 2117 and the corresponding shaft are captured. ^ In the groove guide rail and the corresponding axis capture feature 21 = dense =
,可限制麟桿薦沿著行星㈣ 生位移。_導紐筒2114可安裝在每個 JIt can limit the displacement of the lining along the planet (four). _ Guide barrel 2114 can be installed in each J
2U6的相對端部分。每個換權導執滾轴2ιΐ6可用(例袞如轴) 墊圈2118與扣環212G來固定在適當的位置,其中扣環 2120可銜接在換檔導軌滾軸2116的凹槽2191内。在其他 實施例中,換檔導軌滾軸2116可用(例如)干涉配合 (interference fit)、壓入配合(press flt)等來固定。侧面 2244可經配置以實質上約束換檔桿21〇6的活動,從而限 制各別換檔桿2106繞著變更器1200之縱轴LA1的旋轉。 在變更器1200的一個實施例中,換檔凸輪恒星配件 2200可包括恒星22〇2、軸承2204、換檔凸輪2206、控制 活塞 2208、活塞管(pist〇n tube) 2210、墊片(shim) 2212、 内部密封2214以及外部密封2216。如圖3C所示,有些實 施例中’控制活塞2208是透過活塞管2210來耦接到換檔 凸輪2206。控制活塞2208與換檔凸輪2206可藉由(例如) 壓入配合介面來安裝在活塞管2210上。恒星2202可透過 軸承2204來以易操作方式辆接到換檔凸輪2206。轴承2204 可經配置以在恒星2202與換檔凸輪2206之間傳遞軸向負 載與徑向負載。恒星2202與換檔凸輪2206可經配置以容 23 200936914 納轴承2204。變更器12〇〇並不侷限於特殊類型的軸承。 例如,角接觸軸承(angular contact bearing)是用作轴承 2204的適當軸承類型。 例如,在電子控制器的控制下,藉由電子螺線管可對 控制活塞2208的位置進行選擇性控制。此控制器可使用閉 環控制(closed l00p contr〇i)來監測傳動狀態,且調節電 子螺線管’從而調節控制活塞2208的位置。 圖3C是一種變速器之實施例的流體流動簡化圖 300。此流體流動圖300可繪示為(例如)圖3A所示之傳 動器内的流體流動。流體流動圖3〇〇是以示意圖方式來解 釋使用一個或多個電子螺線管來控制流體流動與流體壓 力。圖3C之流體流動圖300所示之流體流動及控制是用 來解釋說明的,而不是為了限制變速器内可實施的控制數 量及類型》以控制流體排放為例,雖然流體流動圖通常是 繪示電子螺線管(例如,電子螺線管213),但是電子螺 線管並不侷限於控制流體排放,而是可經配置以控制入口' ❹ 流體流動或製程室容量,以達到想要的控制。 在圖3C所示之範例中,流體(諸如變速器内的液壓 流體(hydraulic fluid))是裝在油箱(sump) 35〇 内。一 幫浦(pump) 310從油箱中抽取流體,對其加壓 (pressurize),且將其分配到變速器内的一條或多條控制 路徑。例如,幫浦310可經由輸入介面來得到初步驅動。 在-個範例中’用内燃機來驅動扭矩變換器,且扭矩變換 器驅動幫浦310。幫浦310通常包括一個或多個用來控制、 24 200936914 調即或限制流體壓力的機構(未綠示)。這種機構包括但 不偈限於螺線管、止回球(check balls )、隔膜 (diaphragms )、調節器等或其組合。線路壓力(〗★ pressure)可以是靜態的,也可透過控制器來動態調節。為 了清楚起見,壓力調節器未繪示於圖中。 來自幫浦310的受壓流體沿著多條控制通道而被發 送。每條控制通道可規定尺寸以使得幫浦31〇之輸出處的 流體壓力的壓降減小到控制通道中整個流動控制範圍的最 ^ 低程度。 第一控制通道可(例如)耦接到扭矩變換器,且經操 作以控制扭矩變換器離合器的銜接與分離 (disengagement)。在控制器的控制下,第一電子螺線管 213可選擇性地_扭矩變換n離合器活塞312,從而選擇 性地控制施加在扭矩變換器離合器上的壓力。例如,當扭 矩變換器離合器未銜接上時,第一電子螺線管213可被實 質上去能(de-energized),其巾“去能,,是指電流流經螺 ❹ 線管,此電流相對於致動電流可忽略不計。提供給第一控 制通道的流體允許排放回油箱35〇,從而防止有足夠的壓 力來致動該扭矩變換器離合器。第一電子螺線管213可被 銜接上以實質上限制流體從第一控制通道排出,從而使得 第-控制通道内的壓力增大,且銜接扭矩變換器離合器。 第-控制通道可結合第二電子螺線管與變更器控 制活塞320來實施,以控制變更器所提供的傳動比。控制 器可控制前往第二電子螺線管221的電流量,以控制經過 25 200936914 第二控制通道的流體排放,從而控制該變更器控制活塞 320的位置。變更器控制活塞32〇的位置(參照圖3b描述 如上)控制著換構凸輪恒星配件與行星換槽桿配件,從而 控制著變更器所提供的傳動比。 第二控制通道可結合第三電子螺線管243與槽位離合 器控制活塞342來實施,以控制檔位離合器的銜接。此控 制器可提供致動電流給第三電子螺線管243,以銜接德 離合器控制活塞342,且使得流體壓力能夠銜接上此離合 器。相反地,此控制器可禁止電流前往第三電子螺線管 243 ’以使得檔位離合器控制活塞342分離,且允許第三控 制通道中的流體被排放到油箱350,從而禁止壓力被施加 在檔位離合器上。檔位離合器的位置可用來控制標位盒的 傳動比。 同樣地,第四控制通道可結合第四電子螺線管245與 前進離合器(forward clutch)控制活塞344來實施,以控 制前進離合器的銜接。此控制器可提供致動電流給第四電 ❿ 子螺線管245來銜接該前進離合器控制活塞344,且可禁 止電流前往第四電子螺線管245以使得前進離合器控制活 塞344分離。 同樣地,第五控制通道可結合第五電子螺線管247與 反向離合器(reverse clutch)控制活塞346來實施,以控 制反向離合器的銜接。此控制器可提供致動電流給第五電 子螺線管247來銜接反向離合器控制活塞346,且可禁止 電流前往第五電子螺線管247以使得反向離合器控制活塞 26 200936914 346分離。 圖4是一種用於變速器的電子控制器ι〇8的實施例的 原理方塊簡化圖。此控制器1〇8可以是(例如)圖丨所示 之控制器,且可用來(例如)控制圖3A所示之變速器。 電子控制器108的功能分為系統輸入、控制器輸出、檔位 控制、變更器控制、扭矩變換器離合器鎖定及診斷。 控制器108實施控制檔位盒與變更器的策略。控制器 ❹ 1〇8在換檔點模組410中確定關於傳動器(使用者)輸入 與載具輸入的適當函數。換檔邏輯模組430是用來確定要 應用的適當離合器以及這些離合器必備的扭矩能力 (torque capacity)。在換檔品質控制模組45〇中計算使用 率與對應的螺線管電流。控制器108也可判斷何時致能變 更器的使用。 控制器108也可經配置以包括診斷模式與故障模式 (failure mode),以便有能力避免危險狀態或破壞狀態, 且如果可能的話,在發生故障時允許功能已下降的操作。 © 多數電性故障與液壓故障都可以應付,而且效能大大降低。 控制器108包括多個模組,這些模組經配置以從傳動 系統的一個或多個感測器或控制器中接收輸入。進入電子 控制器的每個外界訊號可代表一種感測器測量或控制狀 態。使用這些輸入資訊之前,可對這些輸入資料進行訊號 調節、縮放(scaling)、錯誤檢查(error checking)等或 其組合。 這些輸入訊號與控制狀態可以是類比訊號(anal〇g 27 200936914 signals)、數位訊號(digital signals)或類比訊號與數位 訊號之組合。表1中所列舉的是用於特殊實施的類比輸入 的初始補充,以作為說明性範例。控制器1〇8不必支援所 有的輸入類型補充。例如,前三個類比訊號類型可在生產 控制器108内實施。生產實施中可支援其他類比輸入,或 者開發單元中可能使用其他類比輸入。 輸入 電壓變 化範圍 激發電壓 變數 單位 檔位 類型 節流閥位置 0-5V 5V 節流閥 % 0-100 電位計 油箱溫度 0-5V 5V Tsump deg. C -50...200 熱阻器 變更器溫度 0-5V 5V Tcool deg. C -50...200 熱阻器 P1伺服器壓力 0-5V PI kPa (gauge) 0-3400 轉換器 P2伺服器壓力 0-5V P2 kPa (gauge) 0-3400 轉換器 反向離合器壓力 0-5V Prev kPa (gauge) 0-3400 轉換器. 前進離合器壓力 0-5V Pfwd kPa (gauge) 0-3400 轉換器 直接傳動離合器壓力 0-5V Pdir kPa (gauge) 0-3400 轉換器 手動低速檔離合器壓力 0-5V Pmlow kPa (gauge) 0-3400 轉換器 線路壓力 0-5V Pline kPa (gauge) 0-3400 轉換器 潤滑油壓力 0-5V Plube kPa (gauge) 0-3400 轉換器 伺服器位置A +/-5V XservoA mm +/-15.5 轉換器 伺服器位置B +/-5V XservpB mm +/-15.5 轉換器 表1類比輸入 控制器108也可經配置以接收一個或多個數位輸入。 在一實施例中,主動訊號被拉向地面。也就是說,控制器 28 200936914The opposite end of 2U6. Each of the shifting guide rollers 2ι 6 can be used (e.g., a shaft). The washer 2118 is secured in place with the buckle 212G, wherein the buckle 2120 can be engaged within the recess 2191 of the shift rail roller 2116. In other embodiments, the shift rail roller 2116 can be secured by, for example, an interference fit, a press fit, or the like. The side 2244 can be configured to substantially constrain the movement of the shift lever 21〇6, thereby limiting the rotation of the respective shift lever 2106 about the longitudinal axis LA1 of the changer 1200. In one embodiment of the changer 1200, the shift cam star assembly 2200 can include a star 22, a bearing 2204, a shift cam 2206, a control piston 2208, a pist〇n tube 2210, a shim. 2212, an inner seal 2214 and an outer seal 2216. As shown in Figure 3C, in some embodiments the 'control piston 2208' is coupled to the shift cam 2206 through the piston tube 2210. Control piston 2208 and shift cam 2206 can be mounted on piston tube 2210 by, for example, a press-fit interface. The star 2202 is operatively coupled to the shift cam 2206 via the bearing 2204. Bearing 2204 can be configured to transfer axial and radial loads between star 2202 and shift cam 2206. The star 2202 and shift cam 2206 can be configured to accommodate 23 200936914 nanobearing 2204. The changer 12 is not limited to a particular type of bearing. For example, an angular contact bearing is a suitable bearing type for use as bearing 2204. For example, the position of the control piston 2208 can be selectively controlled by an electronic solenoid under the control of an electronic controller. The controller can use closed loop control (closed l00p contr〇i) to monitor the drive status and adjust the electronic solenoid ' to adjust the position of the control piston 2208. FIG. 3C is a simplified flow diagram 300 of a fluid flow for an embodiment of a transmission. This fluid flow diagram 300 can be illustrated as, for example, fluid flow within the actuator shown in Figure 3A. Fluid Flow Figure 3 is a schematic illustration of the use of one or more electronic solenoids to control fluid flow and fluid pressure. The fluid flow and control shown in fluid flow diagram 300 of Figure 3C is for illustration, and not for limiting the number and type of controls that can be implemented in the transmission, for example, to control fluid discharge, although the fluid flow diagram is typically depicted Electronic solenoid (eg, electronic solenoid 213), but the electronic solenoid is not limited to controlling fluid discharge, but can be configured to control inlet ' 流体 fluid flow or process chamber capacity to achieve desired control . In the example shown in Figure 3C, a fluid, such as a hydraulic fluid within the transmission, is housed within a sump 35 。. A pump 310 draws fluid from the tank, pressurizes it, and distributes it to one or more control paths within the transmission. For example, the pump 310 can obtain an initial drive via an input interface. In an example, the internal combustion engine is used to drive the torque converter, and the torque converter drives the pump 310. The pump 310 typically includes one or more mechanisms (not shown) for controlling, or limiting, fluid pressure. Such mechanisms include, but are not limited to, solenoids, check balls, diaphragms, regulators, and the like, or combinations thereof. Line pressure (〖★ pressure) can be static or dynamically adjusted by the controller. For the sake of clarity, the pressure regulator is not shown in the figures. The pressurized fluid from the pump 310 is sent along a plurality of control channels. Each control channel can be sized such that the pressure drop of the fluid pressure at the output of the pump 31〇 is reduced to the lowest level of the overall flow control range in the control channel. The first control channel can be coupled, for example, to a torque converter and is operative to control engagement and disengagement of the torque converter clutch. Under control of the controller, the first electronic solenoid 213 selectively torque-switches the n-clutch piston 312 to selectively control the pressure applied to the torque converter clutch. For example, when the torque converter clutch is not engaged, the first electronic solenoid 213 can be substantially de-energized, and the towel "de-energizes" means that current flows through the solenoid, and the current is relatively The actuating current is negligible. The fluid supplied to the first control passage is allowed to drain back to the tank 35〇, thereby preventing sufficient pressure to actuate the torque converter clutch. The first electronic solenoid 213 can be coupled to The fluid is substantially restricted from being discharged from the first control passage such that the pressure in the first control passage is increased and the torque converter clutch is engaged. The first control passage can be implemented in conjunction with the second electronic solenoid and the changer control piston 320. To control the gear ratio provided by the changer. The controller can control the amount of current to the second electronic solenoid 221 to control the fluid discharge through the second control channel of 25 200936914, thereby controlling the position of the changer control piston 320. The position of the changer control piston 32〇 (described above with reference to Figure 3b) controls the changing cam star fitting and the planetary grooved rod fitting to control the changer The gear ratio is provided. The second control channel can be implemented in conjunction with the third electronic solenoid 243 and the slot clutch control piston 342 to control the engagement of the gear clutch. The controller can provide an actuating current to the third electronic screw. a conduit 243 for engaging the clutch control piston 342 and allowing fluid pressure to engage the clutch. Conversely, the controller can inhibit current flow to the third electronic solenoid 243' to cause the gear clutch control piston 342 to separate, And allowing the fluid in the third control passage to be discharged to the fuel tank 350, thereby inhibiting the pressure from being applied to the gear clutch. The position of the gear clutch can be used to control the gear ratio of the position box. Similarly, the fourth control channel can be combined. A fourth electronic solenoid 245 is implemented with a forward clutch control piston 344 to control the engagement of the forward clutch. The controller can provide an actuating current to the fourth electric solenoid 245 to engage the forward clutch. The piston 344 is controlled and current can be inhibited from traveling to the fourth electronic solenoid 245 to cause the forward clutch control piston 344 to separate. The fifth control channel can be implemented in conjunction with a fifth electronic solenoid 247 and a reverse clutch control piston 346 to control the engagement of the reverse clutch. The controller can provide an actuating current to the fifth electronic solenoid. 247 is coupled to the reverse clutch control piston 346 and may inhibit current flow to the fifth electronic solenoid 247 to cause the reverse clutch control piston 26 200936914 346 to separate. Figure 4 is an implementation of an electronic controller ι 8 for a transmission The principle block diagram of the example is simplified. This controller 1 8 can be, for example, the controller shown in FIG. 3 and can be used, for example, to control the transmission shown in FIG. 3A. The functions of the electronic controller 108 are divided into system inputs. , controller output, gear position control, changer control, torque converter clutch lock and diagnostics. Controller 108 implements a strategy to control the gearbox and the changer. The controller ❹ 1〇8 determines the appropriate function for the actuator (user) input and the vehicle input in the shift point module 410. Shift logic module 430 is used to determine the appropriate clutch to apply and the torque capacity necessary for these clutches. The usage rate and the corresponding solenoid current are calculated in the shift quality control module 45A. Controller 108 can also determine when to enable the use of the transducer. The controller 108 can also be configured to include a diagnostic mode and a failure mode to enable the avoidance of a dangerous state or a destructive state, and, if possible, an operation that allows the function to be degraded in the event of a failure. © Most electrical and hydraulic faults can be handled and performance is greatly reduced. Controller 108 includes a plurality of modules configured to receive input from one or more sensors or controllers of the transmission system. Each external signal entering the electronic controller can represent a sensor measurement or control state. These input data can be subjected to signal conditioning, scaling, error checking, etc., or a combination thereof, before using these input information. These input signals and control states can be analog signals (anal〇g 27 200936914 signals), digital signals (digital signals) or a combination of analog signals and digital signals. Listed in Table 1 is an initial supplement to the analog input for a particular implementation as an illustrative example. Controllers 1〇8 do not have to support all input type supplements. For example, the first three analog signal types can be implemented within production controller 108. Other analog inputs can be supported in production implementations, or other analog inputs may be used in the development unit. Input voltage variation range Excitation voltage variable unit gear type Throttle position 0-5V 5V Throttle valve % 0-100 Potentiometer tank temperature 0-5V 5V Tsump deg. C -50...200 Thermistor changer temperature 0-5V 5V Tcool deg. C -50...200 Thermistor P1 servo pressure 0-5V PI kPa (gauge) 0-3400 Converter P2 servo pressure 0-5V P2 kPa (gauge) 0-3400 conversion Reverse clutch pressure 0-5V Prev kPa (gauge) 0-3400 Converter. Forward clutch pressure 0-5V Pfwd kPa (gauge) 0-3400 Converter direct drive clutch pressure 0-5V Pdir kPa (gauge) 0-3400 Converter manual low gear clutch pressure 0-5V Pmlow kPa (gauge) 0-3400 converter line pressure 0-5V Pline kPa (gauge) 0-3400 converter lubricant pressure 0-5V Plube kPa (gauge) 0-3400 conversion Server Location A +/-5V XservoA mm +/-15.5 Converter Server Position B +/-5V XservpB mm +/-15.5 Converter Table 1 Analog Input Controller 108 can also be configured to receive one or more Digital input. In an embodiment, the active signal is pulled to the ground. That is, the controller 28 200936914
A 108 提供上拉功能(pUn-up function)。 控制器108,特別是接收感測器輸入與狀態輸入的控 制器模組,可經配置以調節或處理所接收的輸入訊號。例 如,控制器108可對輸入訊號執行訊號調節,以降低或減 輕雜訊效應(noise effects)。例如,控制器1〇8可調節熱 阻器(thermistor)所提供的輸入。控制器可對每個熱 阻器輸入來實現一種上拉電阻器,以形成分壓器(v〇ltage ❹ divider),接面電壓(juncti〇nv〇itage)可指示電阻。 典型的是,控制器108從輸入電壓到工程單位來執行 線性轉換,如表1所示。經過縮放(scaled)、移位或調節或 處理之後的輸入(諸如熱阻器輸入)可根據校準來進行轉 換。執行這種校準可使用查表(l〇〇kUp table)。控制器1〇8 可使用預定的輸入訊號檔位來查核感測器故障。控制器 108將對診斷常式(diagnostic routines )標示出(flag )錯 誤值的偵測。 θ 可預定一個或多個數值,且將這些數值儲存在控制器 參 108的一個或多個模組中。例如,實體尺寸可作為參數以 用來估計不能直接測量的變數。舉個例子,基於特殊 Ravigneaux齒輪組模型的槽位盒的參數有:A 108 provides a pull-up function (pUn-up function). Controller 108, and in particular a controller module that receives sensor inputs and status inputs, can be configured to adjust or process the received input signals. For example, controller 108 can perform signal conditioning on the input signal to reduce or reduce noise effects. For example, controller 1〇8 can adjust the input provided by the thermistor. The controller can implement a pull-up resistor for each resistor input to form a voltage divider (v〇ltage ❹ divider), and the junction voltage (juncti〇nv〇itage) can indicate the resistance. Typically, controller 108 performs a linear conversion from the input voltage to the engineering unit, as shown in Table 1. Inputs that have been scaled, shifted, or adjusted or processed (such as a thermistor input) can be converted according to calibration. To perform this calibration, use the lookup table (l〇〇kUp table). The controller 1〇8 can use a predetermined input signal position to check for sensor failure. The controller 108 will flag the detection of the error value for the diagnostic routines. θ may be predetermined for one or more values and stored in one or more modules of controller 108. For example, the entity size can be used as a parameter to estimate variables that cannot be measured directly. For example, the parameters of the slot box based on the special Ravigneaux gear set model are:
Plm=3.62 傳動比 nring/nsumi P2m=2.77 傳動比 nring/nsum2 球形變更器(行星)的特殊實施半徑是: Rballm=31.75e-5m球形變更器模型半徑 這些模組是結合控制器108之模組中實施的一個或多 29 200936914 個預定的映射圖(maps)、演算法或程序來對感測器進行 操作,以確定一個或多個控制訊號。一個或多個輸出控制 模組可經操作以提供一個或多個控制訊號給其各別的控制 目標。 控制器108的輸出主要是螺線管控制,用來控制變速 器中的電子螺線管。此外’控制器1〇8可經配置以提供一 條或多條診斷資訊。控制器1〇8可經配置以(例如)提供 ❹ 諸如傳動器警示燈之類的診斷資訊。 變速器的電子控制是透過電動液壓螺線管 (electrohydraulic solenoids)來達成的。表 2 中列出了螺 線管清單及其一般特性,以作為說明性範例。目前所使用 的有幾種不同類型的螺線管,可包括變力螺線管 (variable-force solenoid,VFS )、可變洩放螺線管(variabie bleed solenoids,VBS)、開/關換檔螺線管以及脈寬調變 (pulse-width modulated, PWM )開/關螺線管。變力螺線管 與可變洩放螺線管類型通常是用於閉環電流控制以維持控 ❿ 制精度。開/關螺線管通常不需要回饋(feedback)。 30 200936914Plm=3.62 Transmission ratio nring/nsumi P2m=2.77 Transmission ratio nring/nsum2 The special implementation radius of the spherical changer (planet) is: Rballm=31.75e-5m spherical changer model radius These modules are combined with the module of the controller 108 One or more 2009 20091414 predetermined maps, algorithms or programs implemented to operate the sensor to determine one or more control signals. One or more output control modules are operable to provide one or more control signals to their respective control targets. The output of controller 108 is primarily a solenoid control used to control the electronic solenoids in the transmission. Further, the controller 1〇8 can be configured to provide one or more pieces of diagnostic information. Controller 1A8 can be configured to, for example, provide diagnostic information such as an actuator warning light. Electronic control of the transmission is achieved through electrohydraulic solenoids. The list of solenoids and their general characteristics are listed in Table 2 as an illustrative example. There are several different types of solenoids currently in use, including variable-force solenoids (VFS), variabie bleed solenoids (VBS), on/off shifting Solenoid and pulse-width modulated (PWM) on/off solenoid. Variable force solenoids and variable bleed solenoid types are typically used for closed loop current control to maintain control accuracy. The on/off solenoid usually does not require a feedback. 30 200936914
mA 0-1000 press. T5* ί A ------- 放螺線管 300 Hz iReverse mA 0-1000 press.mA 0-1000 press. T5* ί A ------- Put the solenoid 300 Hz iReverse mA 0-1000 press.
螺線管Solenoid
表2螺線管控制輸出 ^=用例如)微電腦計時器(microcomPuter timers), 二:5可產生脈寬調變訊號。脈衝是按照適當的頻率 、取決於工作週期(dutycycle)。窄脈衝代表工 ❿作週顏,而寬脈衝則代表工作週期長。雖然變力螺線管 與可變汽放螺線管未明確指定是脈寬調變螺線管,但是它 們可使用脈寬調變訊號來作為其控制的一部分。然而在此 情形下,控制器108中的適當輸出模組可調節工作週期, 使得平均電流回饋能夠跟蹤命令。控制器1〇8可產生具有 較咼頻率的脈寬調變訊號(也就是,通常高於非脈寬調變 控制螺線管的更新速率,且高於螺線管的回應時間),使 付螺線管閥不能實際上循環地開/關每個脈衝,但是能提供 順暢的回應。實際上,電子螺線管的回應時間特性像低通 31 200936914 濾波器(lowpass filter) —樣地操作,使得脈寬調變訊號變 得平滑。 控制器108包括換檔點模組41〇,此換檔點模組41〇 經配置以從換檔排程模組412、多個感測器(包括但不侷 限於載具速度感測器、節流閥位置感測器、諸如換檔位置 桿狀態感測器的一個或多個控制狀態感測器等)當中的一 個或多個構件接收輸入。 表3中的感測器訊號與開關輸入列表代表輸入到變速 器控制器108的數位輸入。表3是感測器訊號與開關輸入 的一個實施例的說明性範例。 輸入 變化範 圍 感測 變數 邏輯 壓力開關N 0-12V 地 PRNDLN 碼 壓力開關R 0-12V 地 PRNDLR 碼 壓力開關P 0-12V 地 PRNDLP 瑪 -Η 零節流閥開關 0-12V 地 throttleO 反向 布s、 100%節流閥開關 0-12V 地 throttlelOO 反向 布&^ PRNDL停止開關 0-12V 地 ParkSwitch 反向 PRNDL手動+ 0-12V 地 ManualUp 反向 一 卜ΤΙ 布故 PRNDL手動- 0-12V 地 ManualDown 反向 刹車 0-12V 地 BrakeSwitch 反向 一 r 布ϋ Perf經濟開關 0-12V 地 Performance 表3數位輸入 表4中顯示為壓力開關歧管解碼的實施例,作為說明 性範例。對於三條輸入線(N、R&P),邏輯〇是代表開 關閉合’且1是代表開關打開或浮置(floating)。因為空 檔(neutral)與停止檔(park)在液壓上是相同的,所= 32 200936914 識別四種可能的狀態只需要其中的兩個位元(N與P)。 停止檔與空檔可透過PRNDL桿上的停止開關來區別。解 碼的PRNDL位置是用變速桿來表示。 檔位 N R Ρ 桿 停止播 1 0 1 0 反向檔 0 0 1 1 空檔 1 0 1 2 傳動檔 1 Μ 0 3 低速檔I 〇 Μ 0 4 表4壓力歧管邏輯Table 2 Solenoid Control Output ^= Use, for example, a microcomputer (microcomPuter timers), 2:5 to generate a pulse width modulation signal. The pulse is at the appropriate frequency and depends on the duty cycle. A narrow pulse represents the circumference of the work, while a wide pulse represents a long duty cycle. Although variable force solenoids and variable vapor solenoids are not explicitly designated as pulse width modulated solenoids, they can use pulse width modulation signals as part of their control. In this case, however, the appropriate output module in controller 108 can adjust the duty cycle so that the average current feedback can track the command. The controller 1〇8 can generate a pulse width modulation signal having a relatively high frequency (that is, generally higher than the update rate of the non-pulse width modulation control solenoid and higher than the response time of the solenoid), so that The solenoid valve does not actually cycle on/off each pulse, but provides a smooth response. In fact, the response time characteristic of the electronic solenoid is like the low pass filter, which makes the pulse width modulation signal smoother. The controller 108 includes a shift point module 41 that is configured to receive from the shift schedule module 412, a plurality of sensors (including but not limited to vehicle speed sensors, One or more of the throttle position sensor, one or more control state sensors, such as the shift position lever state sensor, receive input. The sensor signal and switch input lists in Table 3 represent the digital inputs that are input to the shift controller 108. Table 3 is an illustrative example of one embodiment of a sensor signal and a switch input. Input variation range sensing variable logic pressure switch N 0-12V ground PRNDLN code pressure switch R 0-12V ground PRNDLR code pressure switch P 0-12V ground PRNDLP Ma-Η zero throttle valve 0-12V ground throttleO reverse cloth s 100% Throttle Switch 0-12V Ground ThrottlelOO Reverse Cloth & ^ PRNDL Stop Switch 0-12V Ground ParkSwitch Reverse PRNDL Manual + 0-12V Ground ManualUp Reverse One Buddy PRNDL Manual - 0-12V Ground ManualDown Back Brake 0-12V Ground BrakeSwitch Reverse One ϋ Perf Economy Switch 0-12V Ground Performance Table 3 Digital Input Table 4 shows an example of pressure switch manifold decoding as an illustrative example. For three input lines (N, R&P), the logical 〇 is for the open-closed and the 1 is for the switch to open or float. Since the neutral and the park are hydraulically identical, = 32 200936914 identifies only four of the possible states (N and P) for the four possible states. Stop and neutral can be distinguished by the stop switch on the PRNDL lever. The decoded PRNDL position is represented by a shift lever. Gear position N R Ρ Rod Stop broadcasting 1 0 1 0 Reverse gear 0 0 1 1 Neutral 1 0 1 2 Drive gear 1 Μ 0 3 Low gear I 〇 Μ 0 4 Table 4 Pressure manifold logic
在傳動檔與低速檔,第三壓力歧管位元R表示手動低 速構離合器狀態。當離合被加壓時,表項Μ為邏輯1 . 當離合器被放開時,表項Μ為邏輯〇。 表5中列出的五種速度輸入可按齒輪經過磁性拾音器 (magnetic pickup)的頻率來感測。每個速度感測器產生 脈衝列(pulse train ),此脈衝列觸發(triggers )(例如) Φ 換檔點模組410或可選速度感測器調節模組(未繪示)内 的計時器電路。這些計時器可確定每個脈衝的週期,且脈 衝週期的倒數就是此脈衝列的頻率。可假設具有一定持續 時間的脈衝來代表雜訊,這些脈衝可遠遠小於或大於其走 勢,且這些脈衝可被拋棄。持久異常的或遺失的脈衝可報 告給診斷常式(routine)。 在一實施例中,頻率可縮放。例如,脈衝頻率可用每 轉脈衝數來除’所得結果乘以60就得出以每分鐘轉數 33 200936914 (revolutions per minute, rpm)來表示的軸轉速。载具速度 可接近尾軸(tail shaft)速度’可忽略的滑動被忽略。 輸入 脈衝/Rev 類型 電壓 變數 單位 變化範圍 類型 引擎速度 TBD Hall 5V Ne rpm 0-10000 無符號 渦輪機速度 TBD Hall 5V Nturb rpm 0-10000 無符號 變更器輸出速度 TBD Hall 5V Nvar rpm 0-10000 無符號 反向環速度 TBD Hall 5V Nring rpm 0-10000 無#號 尾轴速度 TBD Hall 5V Ntail rpm 0-10000 無符號 表5速度輸入 換槽點模組410對輸入進行操作,以確定在多個槽位 的哪個檔位内進行操作。經配置以控制圖3A所示之變速 器的電子控制器108可在傳動比檔位内實施實質上無限數 量的傳動比組合,其中圖3A所示之變速器具有雙傳動比 檔位盒與無段變速器變更器。控制器108,特別是換檔點 模組410,經配置以根據預定數量的控制檔位來提供變速 器控制。檔位的數量以及每個預定控制檔位的跨距(span) 〇 可儲存在(例如)換檔排程模組412中。例如,控制器1〇8 可實施三個控制檔位。根據輸入,換檔點模組410可確定 相關的控制標位’且可透過變數ngeaj>來識別主動控制檀 位。表6疋變速器控制構位命名的實施例的範例。舉例來 說,換擋點模組410根據換檔排程模組412中所儲存的換 播曲線來確定適當的權位。 34 200936914 ngear 變更器 檔位 ~ 1 低速傳動 低速檔 2 引擎速度控制 t低速檔 3 超速傳動 直接傳動系~ 表6變速器控制檔位命名 換槽點模組樣也可破定並輸出變更器旗標值。換權 ·=組410可至少一部分基於啤挪控制槽位狀態來確 φ ❹ 變更器旗標的狀態。例如,當致能(enable)主動變更器 換舰模組梢可糾處於那她麵位狀態的 主動變更器旗標。 “ 人在第-㈣槽位内,控制器·_著變更器與槽位 i,使它們處於低速檔,提供最大可能低速傳動。在第二 控制檔位内,控制器108控制著變更器傳動比,且: ^立:經轉換以接近並超過—比一,進人超速傳動槽,而 ,槽位盒’使之轉換為-比- _動二變 更器則被控制在完全超速傳動檔内操作。 ㈣點模組彻提供η卿值與適#的難旗標給換 槽邏輯模組430。此換槽邏輯模組43()對輸入值進行 且輸出換槽控制命令以及線路壓賴控#卜例如,換槽 輯模組430可根據換槽點模組41〇所提供的喂肛值 1控㈣㈣當前狀態。_邏輯模組伽對主動升標旗 払(activeupshiftflag)進行操作以發出變速器升檔命令。、 ,反地’㈣邏輯模組對主動降龍標(active downshiftflag)進行操作以發出變速器降檔命令。 35 200936914 換檔邏輯模組430也可經配置以命令使用扭矩變換器 離合器來控制是否將扭矩變換器銜接成鎖定狀態。控制器 可鎖定扭矩變換器離合器,以便更有效地對變速器進 行操作換槽點模組410與換槽邏輯模組430相結合可以 類似於檔位控制策略的方式來確定扭矩變換器鎖定狀態。 控制器108使用扭矩變換器離合器的這些狀態可透過傳動 器輸入與載具速度來確定。在一實施例中,換檔點模組410 ❹ 可將扭矩變換器鎖定狀態作為多個預定控制檔位中的另一 槽位值來實施。在此實施例中,換槽點模組41〇可將額外 的扭矩變換器鎖定離合器作為儲存在換檔排程模組412中 的額外換檔策略來實施。 換檔邏輯模組430可經配置以直接提供線路壓力閥控 制資訊給線路壓力螺線管,以調節變速器内的線路壓力, 詳情將在下文中進一步討論。換檔邏輯模組43〇也可經配 置以直接控制扭矩變換器離合器螺線管,以選擇性地銜接 或分離扭矩變換器離合器。 © 換檔邏輯模組430發送換檔命令(是升檔還是降檔) 給換檔品質控制模組450 ’此換檔品質控制模組450經操 作以控制適當的壓力控制螺線管,以達到特殊的換檔品 質。後面將做進一步說明的是,換檔品質控制模組450可 實施特殊的換檔設定檔(shift profile)來對換檔邏輯模組 430的換檔控制進行操作。換檔品質控制模組45〇是(例 如)基於特殊的換檔設定檔藉由控制施加在適當的換檔螺 線管上的電流來實施此換檔設定檔。 36 200936914 ㈣μ 例如’當變速器操作於性能模式時, 、奈制模組450可實施快速第一換播設定標;當變 ^㈣於奢侈模切,_品質控健組450可實施慢 速第二換檔設定檔。 1夂 eIn the transmission and downshifts, the third pressure manifold bit R represents the manual low speed clutch state. When the clutch is pressurized, the entry 逻辑 is logic 1. When the clutch is released, the entry is logically 〇. The five speed inputs listed in Table 5 can be sensed by the frequency of the gear passing through the magnetic pickup. Each speed sensor generates a pulse train that triggers, for example, a timer within the Φ shift point module 410 or an optional speed sensor adjustment module (not shown) Circuit. These timers determine the period of each pulse and the inverse of the pulse period is the frequency of this pulse train. It can be assumed that pulses of a certain duration represent noise, which can be much smaller or larger than their potential, and these pulses can be discarded. Persistently abnormal or missing pulses can be reported to the diagnostic routine. In an embodiment, the frequency is scalable. For example, the pulse frequency can be divided by the number of pulses per revolution. The resulting result is multiplied by 60 to obtain the shaft speed expressed in revolutions per minute 33 200936914 (revolutions per minute, rpm). The vehicle speed can be close to the tail shaft speed. Neglected slip is ignored. Input Pulse / Rev Type Voltage Variable Unit Range Range Engine Speed TBD Hall 5V Ne rpm 0-10000 Unsigned Turbine Speed TBD Hall 5V Nturb rpm 0-10000 Unsigned Changer Output Speed TBD Hall 5V Nvar rpm 0-10000 Unsigned Counter Toward Ring Speed TBD Hall 5V Nring rpm 0-10000 No #号尾轴速度 TBD Hall 5V Ntail rpm 0-10000 Unsigned Table 5 Speed Input Change Point Module 410 operates on inputs to determine multiple slots Which gear position to operate. The electronic controller 108 configured to control the transmission illustrated in FIG. 3A can implement a substantially unlimited number of gear ratio combinations within the gear ratio gear, wherein the transmission illustrated in FIG. 3A has a dual gear ratio gearbox and a stepless transmission. Changer. Controller 108, and in particular shift point module 410, is configured to provide transmission control based on a predetermined number of control gear positions. The number of gear positions and the span of each predetermined control gear position may be stored, for example, in the shift schedule module 412. For example, controller 1〇8 can implement three control gear positions. Based on the input, the shift point module 410 can determine the associated control level & and can identify the active control bit by the variable ngeaj>. Table 6 shows an example of an embodiment of the transmission control configuration naming. For example, the shift point module 410 determines an appropriate weight based on the conversion curve stored in the shift schedule module 412. 34 200936914 ngear changer gear position~ 1 low speed drive low speed gear 2 engine speed control t low speed gear 3 overdrive direct drive train ~ Table 6 transmission control gear position naming groove point module sample can also be broken and output changer flag value. The weight change == group 410 can determine the state of the φ 变更 modifier flag based at least in part on the beer control slot state. For example, when the active changer is enabled, the master module can correct the active changer flag in her face state. “In the tank in the (4)th slot, the controller _ is in the lower gear and the slot i provides the maximum possible low speed transmission. In the second control gear, the controller 108 controls the changer transmission. Ratio, and: ^立: After conversion to approach and exceed - than one, enter the overspeed transmission slot, and the slot box 'to convert it to - ratio - _ move two changer is controlled in the full overspeed transmission (4) The point module provides the difficulty flag of the η 卿 value and the # 给 to the groove change logic module 430. The groove change logic module 43 () performs the input value and outputs the groove control command and the line pressure control For example, the change slot module 430 can control the current state according to the feed anal value provided by the change slot module 41. The logic module operates on the active upshift flag to issue the transmission. The upshift command., the reverse ground '(4) logic module operates on the active downshift flag to issue a transmission downshift command. 35 200936914 The shift logic module 430 can also be configured to command the use of a torque converter clutch To control whether or not to torque converter In the locked state, the controller can lock the torque converter clutch to operate the transmission more efficiently. The combination of the slot changing module 410 and the slotting logic module 430 can determine the torque transformation in a manner similar to the gear control strategy. The state in which the controller 108 uses the torque converter clutch is determined by the actuator input and the vehicle speed. In one embodiment, the shift point module 410 ❹ can lock the torque converter as multiple Another slot value in the predetermined control gear is implemented. In this embodiment, the slot change module 41 can replace the additional torque converter lock clutch as an additional shift stored in the shift schedule module 412. The shift logic module 430 can be configured to provide line pressure valve control information directly to the line pressure solenoid to regulate line pressure within the transmission, as discussed in further detail below. The shift logic module 43 The 〇 can also be configured to directly control the torque converter clutch solenoid to selectively engage or disengage the torque converter clutch. © Shift Logic The module 430 sends a shift command (either upshift or downshift) to the shift quality control module 450. The shift quality control module 450 is operated to control the appropriate pressure control solenoid to achieve a special shift. Quality. As will be further explained later, the shift quality control module 450 can implement a special shift profile to operate the shift control of the shift logic module 430. The shift quality control module 45〇 is, for example, based on a special shift profile to implement this shift profile by controlling the current applied to the appropriate shift solenoid. 36 200936914 (4) μ For example, 'When the transmission is operating in performance mode, The nai module 450 can implement a fast first change setting flag; when the (4) is a luxury die cutting, the _ quality control group 450 can implement a slow second shift setting file. 1夂 e
變更器模式模組4 2 〇經操作以控制變更器所提供的傳 t匕。變更器模式模組42()可確定何時根據幾種不同的模 ’來控制變更器。例如,典型的是,變更器控制著引擎速 度以達到性能目標或節省燃料。可選擇的是,可採用指定 的傳動比。在這些情軒,目標可轉換成想要的暫態料 ^或渦輪)速度。變更器閥可經動態調節來跟蹤此設定點。 兀全超速傳動與低速傳動可在極端操作狀態下使用。 變更器模式模組420可經配置以接收感測器輸入與控 制狀態輸入,這些感測器輸入與控制狀態輸入可與換檔點 模組410接收的感測器輸入與控制狀態輸入相同,也可不 同’或者至少一部分重疊。變更器模式模組420也從換構 點模組410接收變更器旗標值。 控制器108,特別是變更器模式模組420,可將變更 器傳動比的動態控制限制在變更器旗標為主動的情形。如 果變更器旗標是主動的,那麼變更器模式模組420則可根 據各個輸入來確定變更器模式與對應的變更器控制。可選 擇的是’如果變更器旗標是非主動的(inactive),則變更 器模式模組420根據輸入訊號來確定變更器的靜態。在另 外的實施例中,變更器模式模組420也可從換檔點模組41〇 37 200936914 更器旗標狀 接收ngear值,且一部分基於此ngear值以及變 態來確定變更器控制狀態。 變更器模式模組420可根據輸入訊號來確定多個變更 器模式中的主動模式。控制器108可(例如)實施多種變 更器模式。儘管控制器1〇8可實施的變更器模式數量實際 上沒有限制,但是使用少於大約十種變更器模式就能滿^ 大多數傳動狀態。每種變更器模式都允許控制器1〇8根據 ❹ $動11輸人、引擎與載具狀態來控制變更H (或無段變速 器)以提供良好的傳動性能》各種變更器模式及其操作狀 態的範例將在下文中給出。 〃 變更器模式模組420輸出變更器模式值給弓丨擎速度設 定點模組440。引擎速度設定點模組_ _作以控^ 更器,從而根據變更器模式來控制引擎速度或變更器 比至少其中之一。 引擎速度設定點模組440可(例如)—部分基於一個 或多個演算法、引擎映射圖等或其組合來確定想要的引擎 © 賴。各種引擎_圖與演算法可儲存在引擎速度設定點 模組44G的記賴(memGry)喊引擎速度蚊點模組 440可另外存取的記憶體中。 引擎速度設定點模組44〇提供目標引擎速度給閉環演 算法控制模組46G。此_演算法控侧組接收目摔 引擎速度與實際引擎速度作為輸入值。實際引擎速度可: 據諸如(例如)曲柄軸感測器(crankshaft_〇r)或飛輪 感測器所提供的一個或多個感測器數值來確定。 38 200936914 引擎速度設定點模組440產生控制輸出來將實際引擎 速度維持在目標引擎速度的誤差容限(err〇r t〇lerance)内。 在一實施例中,引擎速度設定點模組440輸出電流訊號, 此電流訊號是用來控制變更器閥。在一個特殊範例中,引 擎速度設定點模組440對提供給電子螺線管的電流進行調 變’其中電子螺線管控制著變更器内的變更器控制活塞的 位置。 引擎速度設定點模組440可(例如)比較目標引擎速 度與實際引擎速度’且產生誤差訊號,此誤差訊號是用來 控制輸出訊號。引擎速度設定點模組440可實施環路濾波 器(loop filter)與環路增益(l00p gain)來取得想要的控 制特性。例如,環路濾波器的低頻寬(1〇wer bandwidth) 可消除控制輸出上的不想要的亂真效應(spuri〇us effects),但是要以速度為代價,在這種速度下,引擎速 度設定點模組440會對目標引擎速度或實際引擎速度的突 變做出反應。 引擎速度設定點模組440可控制變更器的傳動比螺線 管’使得所測量的引擎速度回饋能夠跟蹤設定點。引擎速 度〇又疋點模組440可執行比例+積分(pr〇p〇rti〇nai+integrai, Π)控制。方程式的通式呈現在下文中。 在比例控制中,設定點與回饋之間的差表示閉環誤 差。按照要求,此差乘以比例常數,以增大或減小螺線管 電流與對應的變更器傳動比。 e0 = Neset - Ne 39 200936914 u0 = KvarpxeO > Kvarp = le — 4 A/rpm,比例增益 引擎速度設定點模組440可累積誤差積分,使控制環 路中的穩態誤差最小化。在離散時間裡,引擎速度設定點 模組440可近似估算此積分。 el = el + TsxeO * ul = Kvarixel,The Changer Mode Module 4 2 is operated to control the pass-by provided by the Changer. The changer mode module 42() can determine when to control the changer based on several different modes. For example, typically, a changer controls engine speed to achieve performance goals or save fuel. Alternatively, the specified gear ratio can be used. In these emotions, the target can be converted to the desired transient material or turbine speed. The changer valve can be dynamically adjusted to track this set point.兀 Full overdrive and low speed drive can be used under extreme operating conditions. The changer mode module 420 can be configured to receive sensor inputs and control state inputs that are the same as the sensor inputs and control state inputs received by the shift point module 410, Can be different 'or at least partially overlapping. The changer mode module 420 also receives the changer flag value from the switch point module 410. The controller 108, and in particular the changer mode module 420, limits the dynamic control of the changer gear ratio to the case where the changer flag is active. If the changer flag is active, the changer mode module 420 can determine the changer mode and the corresponding changer control based on the respective inputs. Alternatively, if the changer flag is inactive, the changer mode module 420 determines the static of the changer based on the input signal. In still other embodiments, the changer mode module 420 can also receive the ngear value from the shift point module 41〇 37 200936914, and a portion of the changer control state is determined based on the ngear value and the metamorphosis. The changer mode module 420 can determine the active mode in the plurality of changer modes based on the input signal. Controller 108 can, for example, implement a variety of transformer modes. Although there is virtually no limit to the number of changer modes that controllers 1 can implement, using less than about ten changer modes can be sufficient for most drive states. Each changer mode allows the controller 1〇8 to control the change H (or stepless transmission) to provide good transmission performance based on the input, engine and vehicle status. Various changer modes and their operating status An example of this will be given below.改变 The changer mode module 420 outputs the changer mode value to the Axle Engine Speed Set Point Module 440. The engine speed setpoint module _ _ is used as a control to control engine speed or changer ratio according to at least one of the changer modes. The engine speed setpoint module 440 can, for example, determine the desired engine © based on one or more algorithms, engine maps, and the like, or a combination thereof. Various engine_maps and algorithms can be stored in the engine speed set point. The module 44G's memGry call engine speed mosquito module 440 can be accessed separately. The engine speed setpoint module 44 provides the target engine speed to the closed loop algorithm control module 46G. This _ algorithm control side group receives the eye drop engine speed and the actual engine speed as input values. The actual engine speed may be determined based on one or more sensor values provided, for example, by a crankshaft sensor (crankshaft_〇r) or a flywheel sensor. 38 200936914 The engine speed setpoint module 440 generates a control output to maintain the actual engine speed within the error tolerance of the target engine speed (err〇r t〇lerance). In one embodiment, the engine speed set point module 440 outputs a current signal that is used to control the changer valve. In one particular example, the engine speed setpoint module 440 modulates the current supplied to the electronic solenoid. The electronic solenoid controls the position of the changer control piston within the changer. The engine speed setpoint module 440 can, for example, compare the target engine speed to the actual engine speed' and generate an error signal that is used to control the output signal. The engine speed setpoint module 440 can implement a loop filter and a loop gain (l00p gain) to achieve the desired control characteristics. For example, the loop filter's low bandwidth (1〇wer bandwidth) eliminates unwanted spuri〇us effects on the control output, but at the speed of the engine speed setpoint at this speed Module 440 reacts to a sudden change in target engine speed or actual engine speed. The engine speed setpoint module 440 can control the gear ratio solenoid of the changer so that the measured engine speed feedback can track the set point. The engine speed 〇 and 疋 module 440 can perform proportional + integral (pr〇p〇rti〇nai+integrai, Π) control. The general formula of the equation is presented below. In proportional control, the difference between the set point and the feedback represents the closed loop error. This difference is multiplied by a proportionality constant to increase or decrease the solenoid current and the corresponding changer ratio. E0 = Neset - Ne 39 200936914 u0 = KvarpxeO > Kvarp = le — 4 A/rpm, Proportional Gain The Engine Speed Setpoint Module 440 accumulates error integrals to minimize steady-state errors in the control loop. In discrete time, the engine speed setpoint module 440 can approximate this score. El = el + TsxeO * ul = Kvarixel,
Kvari = 0 A/rpm/sec 積分增益 Talg = 0.01 sec 取樣時間間隔 引擎速度设疋點模組440可限制控制動作的總和,使 之處於螺線管的有效範圍内。引擎速度設定點模組44〇可 根據以下提供的虛擬碼(pseudo code)來執行傳動比限制。 if (u0 + ul > iRatioMax)若(u0 + U1 > iRatioMax) 凉結el之值 iRatio = iRatioMax freeze the value of el else if (uO + ul < iRatioMin)否則,若(u〇 + ul <Kvari = 0 A/rpm/sec Integral Gain Talg = 0.01 sec Sampling Interval The Engine Speed Set Point Module 440 limits the sum of control actions to within the effective range of the solenoid. The engine speed setpoint module 44 can perform gear ratio limiting based on the pseudo code provided below. If (u0 + ul > iRatioMax) if (u0 + U1 > iRatioMax) cool the value of el iRatio = iRatioMax freeze the value of el else if (uO + ul < iRatioMin) otherwise, if (u〇 + ul < ;
束結el之值 否則 iRatio = iRatioMin freeze the value of el else iRatio = uO + ul 控制器108内的各個模缸的功能可用硬體、軟體或硬 體與軟體相結合來實施。控制器108可包括處理器492或 200936914 電腦以及一個或多個處理器可讀或電腦可讀媒體。其中, -個或多個處理H可讀或電腦可讀媒體可用(例如)記憶 體494來實施。處理器可讀或電腦可讀媒體可利用一條^ 多條指令、資料或編成軟體指令的資訊來 理器或電腦執行這些指令、f料或資訊時,就^施j 器108中的-個或多個模組當中的各部分或全體模組的功 能。 圖^電子控制器所實施的變速器換檔曲線5〇〇的實 =:圖。如上所述,控制器可實施三種不同一 控制器根據諸如圖5所示的換播曲線來 =具=關於節流闕的函數而言,臨心槽 是心讀—ngear=2的曲線,這使得變更 控制能夠隨著引擎速度而變化。V2 = 低速槽的降槽曲線。曲線,。w顯示,在 變更器將處於低傳祕狀態。值得注意的是,轉換 速度降低-些以避免發生追逐現象(hun_)。、 疋以訊號ngear=3來提示槽位各并妙 、 檔位盒從低速檔轉換成高速檔,此可是直= 槽。控制_命令敎_嫩_動^ 曲線所表示的預定超速傳動比。V32曲線以職Var= ==接傳動,槽為低速構,二 換槽曲線可㈣餘換_轉財的表格數值來 200936914 實施這些表格數值與換播曲線可變化Ij 性能準則。例如,換檔排程模組;、;=,的載具 換檔曲線, 式或經濟模式。不㈣㈣ 者挑選性此模 物賴,且#使_== 引擎扭矩,且子可===速=槽曲線可基於最大 而不同。了隨者輕接到變逮㈣原動機的類型與特性 換播曲線中所包含的資料的說明性範例提供如下。 Thset=[0 10204060 9〇911〇〇] pct 節流閥角度 V12=[12 12 12 20 25 30 30 30] kph q 升槽 Ο V2l=[i〇i〇i〇10101〇1〇1〇] kph 2ι V23=[45 45 6〇8〇10〇125 13〇13〇] kph 2-3^ V32=[42 42 50 73 92 120 125 125] kph 3-2 降檔The value of the bundle el is otherwise iRatio = iRatioMin freeze the value of el else iRatio = uO + ul The function of each cylinder in the controller 108 can be implemented by combining hardware, software or hardware with the software. Controller 108 can include a processor 492 or a 200936914 computer and one or more processor readable or computer readable media. Wherein, one or more of the processing H readable or computer readable media may be implemented by, for example, memory 494. The processor-readable or computer-readable medium can use a plurality of instructions, materials, or information programmed into a software instruction to execute the instructions, materials, or information on the processor or computer, or The function of each part or modules of multiple modules. Figure ^ Realized transmission shift curve 5〇〇 implemented by the electronic controller =: Fig. As described above, the controller can implement three different controllers according to a function such as the retransmission curve shown in FIG. 5 = a function of the throttle ,, which is a heart-reading-ngear=2 curve. This allows change control to vary with engine speed. V2 = Descending curve for the low speed slot. curve,. w shows that the changer will be in a low-secret state. It is worth noting that the conversion speed is reduced - to avoid chasing (hun_).疋 Use the signal ngear=3 to indicate that the slots are different, and the gear box is converted from low speed to high speed, but this is straight = slot. The predetermined overdrive ratio represented by the control_command __ _ _ ^ curve. The V32 curve is connected to the drive with Var===, the slot is low-speed, and the second groove curve can be used. (4) The value of the table is changed. The value of the table and the conversion curve can be changed. For example, shift scheduling module;,;=, vehicle shifting curve, or economic mode. If not (4) (4), the model is selected, and #使_== engine torque, and the sub- === speed = slot curve can be different based on the maximum. The type and characteristics of the prime mover are included. The illustrative examples of the information contained in the conversion curve are provided below. Thset=[0 10204060 9〇911〇〇] pct throttle angle V12=[12 12 12 20 25 30 30 30] kph q liter Ο V2l=[i〇i〇i〇10101〇1〇1〇] kph 2ι V23=[45 45 6〇8〇10〇125 13〇13〇] kph 2-3^ V32=[42 42 50 73 92 120 125 125] kph 3-2 downshift
Tondirm sec 換檔點的延遲時間 上述的變更器控制可利用(例如)表7中所列出的五 種變更麵讎絲實施。這雜更制赋允 器根據傳動H輸人、引擎與載錄絲提供良好的傳動= 42 200936914Delay time for Tondirm sec shift points The above changer control can be implemented using, for example, the five variant facets listed in Table 7. This hybrid system provides a good transmission according to the transmission H, the engine and the recording wire = 42 200936914
變更器模< ' 名稱 功能 ^ 0 k轉模式 1 啟動模式 低速傳動 、、 2 傳動模式 引擎速度控制 3 高速傳動模式 超速傳€ 4 1-—-- 6 手動模式__ 行模式 ~ 傳動比控制 ~'〜 傳動比控制 7 15*迷工将供式 反向模式 傳動比控制 傳動比控制 ~ --J 表7變更器控制模式定義 圖6是電子控制器所實施的引擎速度映射圖6〇〇的實 施例的簡化圖。變更器控制模式可直接用變更器模式模組 來實施。 變更器模式模組可直接根據變更器模式的預定控制 數值來實施模式〇、丄及3的傳動比控制。在模式〇與1 中’變更器模式模組可舰置以將變更器傳動比設定為預 定的低迷傳動值,諸如最小低速傳動比。相反地,在模式 3 : ’變更H模式模組可經置以將變更器傳動比設定為 © 預定的超速傳動值,諸如最大超速傳動比。 模式2是變更器的主要動態控制模式。根據指定標 準’控制器(特別是變更器模式模組)所實施的模式2控 制策略可將引擎速度維持在某些最佳操作點。變更器的傳 動改變來滿足閉環引擎速度控制系統的要求。引擎速 度鼓=點功此疋基於所選的操作標準,而此策略的標準是 基於每個節流閥的最大引擎扭矩附近所建立的引擎速度設 ^點。在引擎映射圖_上描繪引擎設定點就能明白此性 能標準。 43 200936914Changer Mode < 'Name Function ^ 0 k Turn Mode 1 Start Mode Low Speed Drive, 2 Drive Mode Engine Speed Control 3 High Speed Drive Mode Over Speed Transfer 4 1————— 6 Manual Mode __ Line Mode ~ Gear Ratio Control ~'~ Transmission ratio control 7 15* fascinating supply reverse mode ratio control ratio control ~ --J Table 7 changer control mode definition Figure 6 is the engine speed map implemented by the electronic controller Figure 6 A simplified diagram of an embodiment. The changer control mode can be implemented directly using the changer mode module. The changer mode module can implement the ratio control of modes 丄, 丄 and 3 directly based on the predetermined control value of the changer mode. In mode 〇 and 1 the 'changer mode module can be set to set the changer gear ratio to a predetermined low drive value, such as the minimum low speed ratio. Conversely, the mode 3: 'change H mode module can be set to set the changer gear ratio to a predetermined overdrive value, such as the maximum overdrive ratio. Mode 2 is the main dynamic control mode of the changer. The Mode 2 control strategy implemented by the specified standard 'controller (especially the changer mode module) maintains the engine speed at some optimal operating point. The changer's drive changes to meet the requirements of the closed-loop engine speed control system. Engine Speed Drum = Point Work This is based on the selected operating criteria, and the criteria for this strategy is based on the engine speed set near the maximum engine torque of each throttle. This performance standard can be understood by plotting engine set points on the engine map. 43 200936914
Th setv=[0 10 20 40 60 90 100] pet 節流閥角度 Ne_set2=[1500 1500 1675 2450 3200 4200 4200] rpm 引擎速度設定點模式2 圖7是電子控制器所實施的變更器傳動比映射圖7〇〇 的實施例的簡化圖。變更器模式模組可透過對應之模式的 一個或多個查尋表來實施圖7所示之變更器傳動比映射圖 700。查尋表中所包含的資訊類型的範例提供如下。變更器 模式模組可將預定的傳動比與對應的螺線管控制數值相映 射。 V_set=[0 10 20 40 60 90 100 120] kph 載具速度模 式 4,5,6Th setv=[0 10 20 40 60 90 100] pet throttle angle Ne_set2=[1500 1500 1675 2450 3200 4200 4200] rpm engine speed setpoint mode 2 Figure 7 is the changer gear ratio map implemented by the electronic controller A simplified diagram of a 7 〇〇 embodiment. The changer mode module can implement the changer gear ratio map 700 shown in Figure 7 via one or more lookup tables of the corresponding mode. Examples of the types of information contained in the lookup table are provided below. The changer mode module maps the predetermined gear ratio to the corresponding solenoid control value. V_set=[0 10 20 40 60 90 100 120] kph Vehicle speed mode 4,5,6
Ratio_set4=[1.88 1.88 .55 .55 .55 .55 .55 .55]變更器 傳動比設定點模式4Ratio_set4=[1.88 1.88 .55 .55 .55 .55 .55 .55] Changer Gear ratio setpoint mode 4
Ratio一set5=[1.88 1.88 1.5 1·15 .75 .55 .55 .55]變更 器傳動比設定點模式5&6 圖8疋電子控制器所實施的變更器傳動比映射圖7〇2 的實施例的簡化圖。在圖8所示之實施例中,變更器傳動 比映射圖是以查表方式來實施,且在模式7 (對應於反向 模式)中被變更器模式模組用來控制變更器傳動比。查表 中所包含的資訊類型的範例提供如下。變更器桓式描扭1 將預定的傳動比與對應的螺線管控制數值相^式模^ V一set=[0 10 20 40 60 90 100 120] kpJl 載具速度設 定點模式7Ratio-set5=[1.88 1.88 1.5 1·15 .75 .55 .55 .55] Changer gear ratio setpoint mode 5&6 Figure 8疋 Implement of the changer gear ratio map implemented by the electronic controller Figure 7〇2 A simplified diagram of an example. In the embodiment illustrated in Figure 8, the changer gear ratio map is implemented in a table lookup mode and is used by mode change mode mode to control the changer gear ratio in mode 7 (corresponding to the reverse mode). Examples of the types of information included in the lookup table are provided below. Changer 桓 Type Twist 1 Set the predetermined gear ratio to the corresponding solenoid control value. ^V=set=[0 10 20 40 60 90 100 120] kpJl Vehicle speed set point mode 7
Ratio_set7=[l〇〇 1〇〇 100 100 1〇〇 55 55 55]變更器傳 44 200936914 動比設定點模式7 施例= 器所實施的引擎限速映射圖900的實 速,以限㈣控湘可根顧騎度來實施引擎限 Hi超過合理的將限逮而_丨擎損壞。 表方包眘& T之實施例巾引擎限柄㈣_是以查 2式來實施,且被控制㈣來控跑丨擎速度,以(例如) 圍提供如下。 、,-表中所包讀資訊類型的範 制的載具速度Ratio_set7=[l〇〇1〇〇100 100 1〇〇55 55 55]Changer Transmission 44 200936914 Moving Ratio Set Point Mode 7 Example = The engine's speed limit map implemented by the machine is 900. The real speed is limited to (4) Xiang Kegen's riding degree to implement the engine limit Hi exceeds the reasonable limit will be arrested. The formula of the formula is used to control the speed of the engine, and is controlled (4) to control the speed of the engine, for example, as follows. ,, - the speed of the vehicle in the table of information types included in the table
Neset—limit=[4_ 4_ 4_ 5〇〇〇 _〇 _Neset—limit=[4_ 4_ 4_ 5〇〇〇 _〇 _
Neset限制 F 可選擇的是,在每種情形中,表9中所指示的變更器 控賴式可完全利用引擎速度控制來實施。也就是說,雖 然可指示其他操作目標,諸如低速傳動、超速傳動或傳動 比控制,但是在每種情形中,那些操作目標通常可被轉換 ⑩ 成想要的引擎速度。在模式零、模式一以及模式三中,可 使用越界速度(out-of-range speeds)來強行控制,以達到 接近傳動比極值之一的飽和度。對於模式四至模式七,變 更器輸出速度與想要的傳動比被用來計算對應的引擎速 度。在這些模式中,想要的傳動比是作為載具速度的函數 來進行校準。計算出的引擎速度設定點可用一階滤波器 (first-order filter )來濾波,以防控制活動太突然。 45 200936914 7000 Idle f(throttle,veh_speed) DriveNeset Limit F Alternatively, in each case, the changer control indicated in Table 9 can be implemented entirely using engine speed control. That is, although other operational targets, such as low speed transmission, overdrive, or gear ratio control, may be indicated, in each case, those operational targets may typically be converted to a desired engine speed. In mode zero, mode one, and mode three, out-of-range speeds can be used to force control to achieve saturation close to one of the gear ratio extremes. For mode four to mode seven, the output speed of the transformer and the desired gear ratio are used to calculate the corresponding engine speed. In these modes, the desired gear ratio is calibrated as a function of the speed of the vehicle. The calculated engine speed set point can be filtered with a first-order filter to prevent the control activity from being too sudden. 45 200936914 7000 Idle f(throttle,veh_speed) Drive
Neset 500 Transmission g1(veh_speed)*Nvar Coast g2 (veh _ speed) * N var Manual 圖10是電子控制器所實施的變更器限速映射圖9〇2 ❹ 的實施例的簡化圖。限制也可用來約束降檔方向的傳動比 變化率。傳動比閥電流的極限值(iRatioMax與iRatioMin) 可作為載具速度的函數。此限速映射圖可作為查尋表來實 施。此查尋表中的資料類型的範例提供如下。一 iRat0=0.7 A 零電流 VJimiHH) 20 40 60 80 1〇〇 12〇]舢 限制的載具速度 π雙又器阀 iRsol_limitset=[l .85 .8 .78 75 7S 7<ι λ 圖二==:=_置= ::圖::定。此引擎扭矩映射圖二二= 算。=器容"求是作為引擎:為:函數來估 控制器可根據表8中的邏輯來 此過程可按照圖4所示之換槽邏輯來實^速15播位選擇, 46 200936914 操作模式 離合器容量 變更器控制 反向 前進 ^接傳動 手動低速檔 停止 低速傳動 反向 TfCR 低速傳動 空擋 保持 傳動 ngear = 1 TfCL 低速傳動 ngear = 2 TfCL 致能 ngear = 3 TfCL TfCH 超速傳動 低速Θ ngear = 1 TfCL TfCL 低速傳動 ngear = 2 TfCL TfCL 致能 © 表8換檔控制邏輯Neset 500 Transmission g1 (veh_speed) * Nvar Coast g2 (veh _ speed) * N var Manual Figure 10 is a simplified diagram of an embodiment of the changer speed limit map of Figure 9〇2 实施 implemented by the electronic controller. Limits can also be used to constrain the rate of change of the gear ratio in the downshift direction. The ratio of the ratio valve current (iRatioMax and iRatioMin) can be used as a function of the vehicle speed. This speed limit map can be implemented as a lookup table. Examples of data types in this lookup table are provided below. An iRat0=0.7 A Zero current VJimiHH) 20 40 60 80 1〇〇12〇]舢Restricted vehicle speed πDouble-return valve iRsol_limitset=[l .85 .8 .78 75 7S 7<ι λ Figure 2== :=_Set = ::Figure:: Fixed. This engine torque map is shown in Figure 2. = device capacity " seeking as an engine: for: function to estimate the controller according to the logic in Table 8 This process can be based on the groove logic shown in Figure 4 to achieve the speed of 15 broadcast selection, 46 200936914 operating mode Clutch Capacity Changer Controls Reverse Advance Drives Manual Low Speed Stops Low Speed Drives Reverse TfCR Low Speed Drives Neutral Drives ngear = 1 TfCL Low Speed Drives ngear = 2 TfCL Enables ngear = 3 TfCL TfCH Overdrive Low Speed ng ngear = 1 TfCL TfCL low speed drive ngear = 2 TfCL TfCL enable © Table 8 shift control logic
操作模式 螺線管激發 SHIFT SEQ REV LOW DIR RATIO 停止 0 0 1 1 0 1 _反向 0 0 0 1 0 1 空檔 0 0 1 1 0 c 傳動 ngear =1 0 0 1 0 0 1 ngear = 2 0 0 1 0 0 c ngear = 3 0 0 1 0 1 0 低速檔 ngear = 1 1 1 1 0 0 1 ----- ngear = 2 1 1 1 0 0 c 表9螺線管控制邏輯 控制器可(例如)按照表8中的換標控制邏輯使用以 瑪來實施這些模式,其中參數—肖Vmanbw ^載錢度臨界值㈣數,#超過這” 為會禁止執行對應的換檔。 徑制 若換檔桿處於停止檔或处辦 則釋放所有的離合^田 47 200936914 若換檔桿轉換為反向檔 若 Vkph < Vrev 則使用反向離合器 否則 禁止使用反向檔,直到Vkph彡Vrev為止, 然後使用離合器 若換檔桿轉換為傳動檔 ❾ 從停止槽、反向檐或空構(ngear<3) 則使用前進離合器 從低速檔 則前進離合器保持成鎖定狀態,且釋放丰勤Operating mode solenoid excitation SHIFT SEQ REV LOW DIR RATIO Stop 0 0 1 1 0 1 _Reverse 0 0 0 1 0 1 Neutral 0 0 1 1 0 c Drive ngear =1 0 0 1 0 0 1 ngear = 2 0 0 1 0 0 c ngear = 3 0 0 1 0 1 0 Low gear ngear = 1 1 1 1 0 0 1 ----- ngear = 2 1 1 1 0 0 c Table 9 Solenoid control logic controller can ( For example, according to the re-routing control logic in Table 8, these modes are implemented using Malay, where the parameter—Shaw Vmanbw ^cruth threshold (four) number, # exceeds this” will prohibit the execution of the corresponding shift. If the shift lever is in the stop position or the handle is released, all the clutches are released. ^田47 200936914 If the shift lever is converted to the reverse gear, if Vkph < Vrev, the reverse clutch is used, otherwise the reverse gear is prohibited until Vkph彡Vrev, then Use clutch if shift lever is converted to transmission gear ❾ From stop groove, reverse 檐 or hollow structure (ngear<3), use forward clutch from low speed, then forward clutch remains locked, and release Fengqin
低速槽離合H 從空槽(ngear=3 ) 則使用直接傳動離合器,然後鎖定前進離合 器 若換檔桿轉換為低速檔 從停止檔或反向檔 合器 顺用手動低速_合器’然後鎖定前進離 從傳動檔或空檔 若 Vkph>VmanLow 則禁止換檔 否則’若是靠單向有效來提供動力 則鎖定手動低速權離合器,且前進離合器保 48 200936914 持成鎖定狀態 否則 使用手動低速檔離合器,然後鎖定前進離合 器 若換檔桿處於傳動檔 若偵測出升檔至ngear=3 則使用直接傳動離合器來避免單向(前進離 合器被鎖定) 若债測出降檔至ngear< 3 則釋放直接傳動離合器,且前進離合器保持 成鎖定狀態,致使單向有效 ❹ #於調變螺線管(反向檔、低速槽與直接傳動槽),此數 態值。就傳動比螺線管而言,字母C表示此螺線 比^以達到描述變更器控制的部分所述的速度或傳動 控制器可根據換檔控制邏輯來確定各種離合器的使 用’且可藉由選擇性致能或禁止電流施加在控制螺線管上 來實施此換稽控制邏輯。例如,控制器可根據表9所示之 控制來設定螺線管輸出,藉此來實施表8中的邏輯。表9 中所指示的數值代表電性狀態,零代表斷電,一代表通電。The low speed slot clutch H from the empty slot (ngear=3) uses the direct drive clutch, then locks the forward clutch if the shift lever is shifted to the low gear from the stop or reverse gear to the manual low speed _ combiner' then lock forward If the transmission gear or neutral gear is Vkph>VmanLow, the gear shift is prohibited. Otherwise, if the power is supplied by one-way effective, the manual low-speed clutch is locked, and the forward clutch is guaranteed to be locked. Otherwise, the manual low-speed clutch is used, and then the manual low-speed clutch is used. Lock the forward clutch. If the shift lever is in the transmission gear, if the upshift is detected to ngear=3, the direct drive clutch is used to avoid one-way (the forward clutch is locked). If the debt is measured downshift to ngear<3, the direct drive clutch is released. And the forward clutch remains in the locked state, causing the one-way effective ❹# to adjust the solenoid (reverse gear, low speed slot and direct drive slot), this digital value. In the case of a transmission ratio solenoid, the letter C indicates the ratio of the spiral ratio to the speed described in the section describing the control of the changer or the transmission controller can determine the use of the various clutches based on the shift control logic' This switching control logic is implemented by selectively enabling or disabling current application to the control solenoid. For example, the controller can set the solenoid output according to the control shown in Table 9, thereby implementing the logic in Table 8. The values indicated in Table 9 represent electrical states, with zero representing power outage and one representing energization.
如上參照圖3C所示之流體流動圖所述, f流體,路力可驗制H絲態調節或動態 49 200936914 圖12是線路壓力排程9〇6的實施例的簡化圖。線路 控制器可將線路壓力動態調節為多個階層,這些階層可與 各種變速器操作模式相映射。如圖12中的線路壓力排程 906所示’控制器可控制著螺線管或其他壓力調節器來達 到二種不同的線路壓力。當變速器選擇空檔或停止檔時, 可實施第一種最低線路壓力。當變速器選擇傳動檔或低速 檔時,可使用第二種中間線路壓力。當變速器選擇反向檔 ❹ Φ 時,可使用第三種最高線路壓力。關於線路壓力的數值的 範例提供如下。As described above with reference to the fluid flow diagram shown in Figure 3C, the f-fluid, road force can be used to determine the H-state adjustment or dynamics. 49 200936914 Figure 12 is a simplified diagram of an embodiment of line pressure schedule 9〇6. The line controller dynamically adjusts line pressure to multiple levels that can be mapped to various transmission operating modes. As shown by line pressure schedule 906 in Figure 12, the controller can control a solenoid or other pressure regulator to achieve two different line pressures. The first lowest line pressure can be implemented when the transmission selects neutral or stop. The second intermediate line pressure can be used when the transmission selects the transmission or low speed. The third highest line pressure can be used when the transmission selects the reverse gear ❹ Φ. An example of the value of the line pressure is provided below.
Plmemm=6.8e5 n/mA2 最低線路壓力 LineSF=1.25 最低線路壓力的安全因數Plmemm=6.8e5 n/mA2 Minimum line pressure LineSF=1.25 Safety factor of minimum line pressure
PlineSetMm=8.5e5 n/mA2 最低設定點PlineSetMm=8.5e5 n/mA2 minimum set point
PlineSetNom=13.6e5 n/mA2 標稱線路壓力 PlineSetMax=22e5 n/mA2 高扭矩反向所用的最 高線路壓力 pLinemset=le5x[6 8 10 12 14 16 18 20 221] llinem=[l 0.78 0.7 0.63 0.55 0.47 0.37 0.2 0] A 螺線管 閥電流amps 圖13是線路壓力控制映射圖908的實施例的簡化 圖。此線路壓力控制映射圖908可用來校準控制線路^ 的電子螺線管。在一實施例中’此映射圖的各部分可儲 在記憶體中作為查表’且可被控制器存取以根據圖12中子 線路壓力排程來設定線路壓力。可選擇的是,圖12 的 線路壓力排程中只有想要的線路壓力所對應的那4b不之 50 200936914 能儲存在記憶體中給控制器存取。 圖14是一種離合器應用設定檔14〇2的實施例的簡化 圖。 對於自動樓變速器,當齒輪比發生變化時,在離人 的銜接與分離過程中,此自動檔變速器的換檔品質需要動 力傳動系統(driveline dynamics )的控制。主要性能栌進 *換楼順暢,且離合器耐用性良好。二的 ❹基於在巾田度與時序上對離合器施加液壓。此控制器系統有 幾個參數可經調節以調變液壓,從而調變所產生的離合器 扭矩。 圖14所示之離合器應用扭矩設定點設定檔1402是基 =許多校準參數。除了錄合器同步所需的動態扭矩之 t ’所需的離合11扭矩還必須使輸人到齡錢靜態扭矩 參Ϊ例來說’就升樓而言,扭矩離合器設定點是PlineSetNom=13.6e5 n/mA2 Nominal line pressure PlineSetMax=22e5 n/mA2 Maximum line pressure for high torque reversal pLinemset=le5x[6 8 10 12 14 16 18 20 221] llinem=[l 0.78 0.7 0.63 0.55 0.47 0.37 0.2 0] A Solenoid Valve Current amps FIG. 13 is a simplified diagram of an embodiment of a line pressure control map 908. This line pressure control map 908 can be used to calibrate the electronic solenoid of the control line ^. In an embodiment, portions of the map may be stored in memory as a look-up table' and may be accessed by the controller to set the line pressure in accordance with the sub-line pressure schedule of Figure 12. Alternatively, in the line pressure schedule of Figure 12, only the 4b corresponding to the desired line pressure is not available. 200936914 can be stored in the memory for access to the controller. Figure 14 is a simplified diagram of an embodiment of a clutch application profile 14〇2. For automatic floor transmissions, when the gear ratio changes, the shifting quality of the automatic transmission requires control of the driveline dynamics during the engagement and disengagement of the person. Main performance is improved * The floor is smooth and the clutch is durable. The second is based on the application of hydraulic pressure to the clutch in the degree and timing of the towel. This controller system has several parameters that can be adjusted to regulate the hydraulic pressure to modulate the resulting clutch torque. The clutch apply torque setpoint profile 1402 shown in Figure 14 is base = a number of calibration parameters. In addition to the dynamic torque required for the synchronizer synchronization, the clutch torque required for t' must also be such that the input torque is static torque. For example, in the case of a lift, the torque clutch set point is
Tfc KcratioxTmest + Kcratio lex(NeO-Nel )/tshift 其中:Tfc KcratioxTmest + Kcratio lex(NeO-Nel )/tshift where:
Kcratio=要輸入的扭矩傳動比離合器 le==引擎慣量Kcratio=torque ratio clutch to be input le==engine inertia
Ne=引擎速度 Tshift=換檔時間 #、數質校準’所需的離合11設定點基於單 〇 200936914 值得注意的是’除了圖Μ巾定義的STEP、TfCH的 值之外,還有三個校準參數與此應用有關。 dTfCH=扭矩斜坡的斜率’Ne=Engine speed Tshift=Shift time#, Quality calibration 'Required clutch 11 set point is based on the single 〇200936914 It is worth noting that there are three calibration parameters in addition to the STEP and TfCH values defined by the figure Μ towel. Related to this application. dTfCH = slope of the torque ramp'
TdoneCH=斜坡持續時間,sec TfCHmax=用於鎖定的最大扭矩 所提供的範例可應用於圖2所示之變速器中的直接傳TdoneCH = ramp duration, sec TfCHmax = maximum torque for locking. The provided example can be applied to the direct transmission in the transmission shown in Figure 2.
動離合器的控制。對於反向離合㈣低速獅合器,也可 定義相似的參數。 系統擾動 用於換檔品質校準的主要參數是階梯係數Kcxx。此 系數值越大,換檔就越短。換檔短會造成較大的動力傳動 前進離合器/手動 TfCLmax=540 nm 最大扭矩 Kcls310=2.0 nm/nm傳動第一個齒輪 Kclp400=1.15 nm/nm 手動低速檔 dTfCL=10 nm/sec 扭矩斜坡Control of the clutch. Similar parameters can be defined for the reverse clutch (four) low speed lion fitter. System Disturbances The main parameter used for shift quality calibration is the step factor Kcxx. The larger the value of this coefficient, the shorter the shift. Short shifts result in large power transmissions Forward clutch/manual TfCLmax=540 nm Maximum torque Kcls310=2.0 nm/nm Drive first gear Kclp400=1.15 nm/nm Manual low gear dTfCL=10 nm/sec Torque ramp
TdoneCL=2.0 sec 最大扭矩串列用的計時器TdoneCL=2.0 sec timer for maximum torque series
Tmandone=2.0 sec 最大扭矩手動用的計時器 反向離合器Tmandone=2.0 sec maximum torque manual timer reverse clutch
TfCRmax=1600 nm 最大扭矩TfCRmax=1600 nm maximum torque
Kcrl00=8 nm/nmKcrl00=8 nm/nm
Kcrl01=16 nm/nm DTfCR=200 nm/secKcrl01=16 nm/nm DTfCR=200 nm/sec
TdoneCR=5 52 200936914 直接傳動離合器TdoneCR=5 52 200936914 Direct drive clutch
TfCHmax=400TfCHmax=400
Kch330=0.45 DTfCH=20Kch330=0.45 DTfCH=20
TdoneCH=5 銜接離合器所需的液壓是基於指定的離合器扭矩與 離合器特性。圖15是離合器壓力控制映射圖14〇4的實施 ❹ 例的簡化圖。控制器’特別是換檔品質控制模組,可將一 個或多個離合器壓力控制映射圖14〇4作為查表而儲存在 5己憶體中。換n控趣組可存取此離合p壓力控制映 射圖來實施圖14所示之離合器應用扭矩設定點設定槽所 提供的換槽品質。 雖然控制器可將扭矩變換器中的鎖定離合器的操作 作為額外控制樓位來進行控制,但是扭矩變換器鎖定離合 器的銜接與分離不必像(例如)直接傳動離合器那樣受到 ㈣程度的控制,其中直接傳動離合器是用來銜接播位盒 =4#位。控制H通常是在扭矩變換器以接近⑽%的效率 $作的狀態下使用鎖⑽合器,所以轉換到鎖定狀態不會 ^轉換槽位盒所提供的触時所發生的轉換那麼大。 圖16是扭矩變換器離合器曲線圖16〇2的實施例的簡 化圖。控㈣是根據類似於上述控職位選擇的邏輯來使 =扭矩變換H離合ϋ。控㈣刊用輕節流縣扭矩變換 ,合器鎖定在低速上以提高效率。#傳動器進入節流闕 運到節流卩雜置感測器所制的百分比時,控顧對離合 53 200936914 器進行解鎖(unlock),使變換器能夠倍增扭矩。 油溫低時,可禁止扭矩變換器被鎖定,目的是使流體 聯結器(fluid coupling)中的流體損耗能夠將油加熱。此 外’溫度過高時,扭矩變換器可保持鎖定以避免進一'步產 生熱量。 此扭矩變換器離合器控制策略是基於解鎖的啟動變 換器狀態(unlocked open converter phase)的最小操作標 φ 準。啟動變換器的狀態要能夠提供良好的啟動且能夠提高 換標品質。控制器可將扭矩變換器離合器曲線圖的參數儲 存在記憶體中。所儲存的參數的範例提供如下。TdoneCH=5 The hydraulic pressure required to engage the clutch is based on the specified clutch torque and clutch characteristics. Fig. 15 is a simplified diagram of an example of the implementation of the clutch pressure control map 14〇4. The controller, particularly the shift quality control module, can store one or more clutch pressure control maps 144 as look-up tables in the memory. The n-control group can access the clutch p pressure control map to implement the groove quality provided by the clutch application torque set point setting slot shown in FIG. Although the controller can control the operation of the lock-up clutch in the torque converter as an additional control station, the engagement and disengagement of the torque converter lock-up clutch does not have to be subject to (four) degree control, such as direct drive clutch, where The drive clutch is used to connect the pod box to the 4# position. The control H usually uses the lock (10) clutch in a state where the torque converter is close to (10)% efficiency, so switching to the locked state does not convert as much as the conversion occurring by the slot provided by the slot box. Figure 16 is a simplified diagram of an embodiment of a torque converter clutch diagram 16〇2. Control (4) is based on logic similar to the control position selection described above to make the =torque change H clutch. Control (4) published the use of light throttle county torque conversion, the lock is locked at low speed to improve efficiency. #传动器入节流阙 When transported to the percentage of the throttle-mixed sensor, the controller unlocks the clutch 53 200936914, allowing the converter to multiply the torque. When the oil temperature is low, the torque converter can be inhibited from being locked in order to allow fluid loss in the fluid coupling to heat the oil. In addition, when the temperature is too high, the torque converter can remain locked to avoid further heat generation. This torque converter clutch control strategy is based on the minimum operational standard φ of the unlocked open converter phase. The state of the start-up converter should be able to provide good start-up and improve the quality of the change. The controller stores the parameters of the torque converter clutch graph in memory. Examples of stored parameters are provided below.
Th一settcc=[0 10 20 40 60 90 91 100] pet 節流閥角度 VTClock=[14 14 18 28 34 44 44 44] kph 扭矩變換器 鎖定 VTCunlock=[12 12 12 12 22 34 34 34] kph 扭矩變換 器解鎖 ' 因此,控制器可依據各個實施例來配置且具有本說明 書所述之特徵,以控制變速器,特別是具有至少一個實質 上可連續變更傳動比部分的變速器(諸如變更器、無段變 速器或無限變速器)。上述例子中所使用的是具有變更器 且與雙速檔位盒結合使用的變速器範例。在控制此變速器 的過程中,控制器執行各種策略與程序,使得變速器操作 在各種狀態及對應之標準下都能最佳化。 圖π是控制變速器的一種方法17〇〇的實施例的簡化 流程圖。此方法1700可在(例如)圖4所示之控制器内實 54 200936914 施,以控制圖2與圖3A所示之變速器。 方法1700是從方塊1710開始,在方塊1710中,(例 如)換檔點模組與變更器模式模組上的控制器接收輸入訊 號’這些輸入訊號可包括感測器數值以及控制輸入值。 控制器前進到方塊1712,且根據這些輸入值來確定主 動控制檔位。例如,換檔點模組可從多個控制檔位中確定 主動控制檔位。每個控制檔位可對應於一系列傳動比。兩 φ 個或兩個以上控制檔位可包括重疊的傳動比。 控制器前進到方塊1714 ’且變更器模式模組從多個變 更器模式中確定主動變更器模式。變更器模式模組可根據 輸入值以及主動控制檔位或基於此主動控制檔位的訊號 (諸如變更器旗標)來確定變更器模式。 控制器則進到方塊1716,且確定稽位盒組態,此標位 盒組態可包括檔位盒離合器銜接組態、檔位盒傳動比等或 其組合。 控制器前進到方塊1718,且根據輸入訊號與主動控制 檔位來確定扭矩變換器離合器的狀態。控制器前進到方塊 =20,且根據變更器模式與輸入值來配置變更器。控制器 刚進到方塊1722,且根據已碟定的組態來配置檔位盒。控 =器前進到方塊1724,且根據控制器來確定扭矩變換器^ 合器應當銜接還是應當分離來配置此扭矩變換器離合器。 圖18是控制變速器中之變更器的一種 施例的簡化流程圖。此方法1750可用(例如)圖 控制器來對圖3A至圖3C所示之變速器實施。 55 200936914 此方法1750是從方塊1752開始,在此方塊1752中, (例如)換檔點模組與變更器模式模組上的控制器接收輸 入訊號,這些輸入訊號可包括感測器數值以及控制輸入值。 控制器前進到方塊1754,在此方塊1754中,換槽點 模組可根據這些輸入來確定變更器模式。控制器前進到方 塊1756 ’在此方塊1756中;換檔點模組確定主動控制檔 位。控制器前進到方塊1758,在此方塊1758中,控制器 φ (例如)使用換檔點模組根據控制檔位'輸入訊號以及換 檔排程來確定檔位盒傳動比,其中換檔排程是儲存在換檔 排程模組中且從換檔排程模組中被存取。 控制器前進到方塊1760,在此方塊1760中,變更器 模式模組可(例如)一部分基於變更器模式來確定想要的 變更器傳動比。控制器前進到方塊1762,且引擎速度設定 點模組將傳動比與目標引擎速度相映射。 控制器前進到方塊1764,且控制著變更器以達到目標 引擎速度。控制器可(例如)利用閉環控制模組來監控引 ❹ 擎速度,且對變更器内用來控制旋轉行星之縱軸位置的螺 線管進行控制以達到目標引擎速度。 圖19是可在諸如變速器ιοί的變速器上實施的閥系 統2500的實施例的流體流動圖的實施例的示意圖。繪示在 圖19中的符號與示意性記號所代表的相關硬體應當容易 被先前技術中具有通常知識者所理解。閥系統25〇〇可包括 幫浦閥子系統2502,此幫浦閥子系統2502經配置以流體 方式與許多壓力控制閥相通。在一實施例中,幫浦閥子系 56 200936914 、统2502適合與變速器i〇l上的幫浦806 (圖3A)配合操 作。幫浦閥子系統2502可包括壓力調節目2504。除了別 的事件外’壓力調節閥25〇4還控制著間***MOO的系統 麼力(本朗書中有時稱為“線路壓力,,)^壓力調節闊 2504與許多扭矩變換器控制閥25〇6a、25〇6B、25〇6C以 趣方式相通。例如,除了別的事件外扭矩變換器控制 閥2506還適合用來控制扭矩變換器210的銜接與分離。 ❿ 在一實施例中,閥系統2500包括手動閥2508,此手 動閥2508以流體方式與壓力調節閥25〇4相通。此手動闕 2508以可操作方式耦接到PRNDL桿。此手動閥2508適合 與(例如)參照表4所述之壓力開關歧管配合操作。在一 實施例中,檔位盒1600是用液壓摩擦離合器來組成,閥系 統25^(^與這些液壓摩擦離合器相通,像利用控制邏輯一樣 支配者母個離合器的銜接與分離。圖19繪示了槽位盒中每 個離合器的液壓連接。反向離合器251〇、前進離合器 2512、直接傳動離合器2514以及手動低速檔離合器2516 瘳 都疋透過作用在離合器表面上的液壓來進行銜接與分離。 上述離合器可與檔位盒1600中所包含的離合器實質上相 似。受壓流體前往每個離合器的通道是藉由(例如)變速 箱(transmission case)中的孔以及閥系統25〇〇中的埠 (ports)而得到。閥系統2500可包括一組以流體方式與 反向離合器2510相通的反向離合器控制閥2518A與 2518B。閥系統2500可包括以流體方式與直接傳動離合器 2514相通的直接傳動離合器控制閥2520。閥系統25〇〇可 57 200936914 包括以流體方式與前進離合器2512相通的前進離合器控 制閥2522。閥系統2500可包括以流體方式與手動低速檔 離合器2516相通的手動低速檔離合器控制閥2524。此手 動低速檔離合器控制閥2524經配置以流體方式而與前進 離合器控制閥2522相通。在一實施例中,閥系統2500包 括離合器調節閥2526 ’此離合器調節閥2526經配置以調 節提供給手動低速檔離合器控制閥2524的壓力。每個控制 ❹ 閥適合與(例如)表2中指示的電動液壓螺線管配合操作。 在一實施例中’手動閥2508是用來指引線路壓力來 進行適當的閥連接,以達成檔位盒控制。當選擇“p”或 “N”時,手動閥就移動到阻礙線路壓力前往所有離合器 控制閥的位置。當選擇“R”時,手動閥就移動到能夠指 引線路壓力前往反向離合器控制閥2518的位置。選擇 “D”或“L”使得手動閥移動到能夠指引線路壓力前往 與直接傳動離合器2514、前進離合器2512及手動低速檔 離合器2516有關的控制閥的位置。 ©…在一實施例中,選擇⑦”^”使得直接傳動離合 器2514、前進離合器2512及手動低速檔離合器2516像受 到控制邏輯管理-樣能夠達到協調。前進離合器2512與手 動低速檔離合器2516是利用前進離合器控制閥2522 (圖 19中的“編順序閥”)、手動低速樓離合器控制閥2524 (圖19中的Fwd/Man換槽閥)以及離合器調節閥况汉圖 19中的“Fwd/Man (低速槽)Reg闕,,)來進行控制。前 進離合器控侧2522與低速槽離合器控制闕期是和通 58 200936914 常排空的開關螺線管相通的方向控制閥。 在一實施例中,選擇R使得手動閥移動到能夠指 引線路壓力前往反向離合器控制閥1518的位置。此反向離 合器控制閥可包括兩個壓力調節閥’被動閥(passive valve) 2518B 與主動閥(active valve) 2518A。主動閥 2518A (圖 19中的“反向Reg閥”)是透過通常受壓的可變洩放螺線 管來與控制系統相通。調節後的壓力經指引從主動閥 2518A前往反向離合器2510與被動閥2518B (圖19中的 ® “反向升壓閥”)。當手動閥選擇從“R”檔轉移開,且 控制邏輯與適當的螺線管命令相協調時,反向離合器壓力 被耗盡。 在一實施例中,閥系統2500包括潤滑油壓力調節器 2528,經配置以與線路壓力以及(例如)變速器ιοί的满 滑系統相通。潤滑系統壓力既可利用被動壓力調節器來調 節,也可按照主壓力調節器的方式利用螺線管來主動控 制。閥系統2500可包括螺線管壓力調節器2530,經配置 ❹ 以流體方式與線路壓力相通。此螺線管壓力調節器2530 提供受壓的流體至閥系統2500中的許多螺線管。在一實施 例中,閥系統2500包括扭矩變換器調節閥2531,經配置 以流體方式而與扭矩變換器控制閥2506相通。閥系統2500 包括傳動比控制閥2532,經配置以與(例如)變更器12〇〇 配合操作。有個實施例中,傳動比控制閥2532是一種中心 開放式(open-center )壓力控制閥。 控制器並不侷限於控制變速器’而是也可根據提供給 59 200936914 此控制器的各種輸入訊號來提供診斷資訊。控制器可經配 置以當偵測出故障模式時對變速器進行控制,以避免變速 器發生致命故障,且允許在故障模式中執行有限的操作。 電性故障可分為兩類:停電與控制器當機。這兩種情 形通常都能合理地恢復操作,不過功能也許會減少。 如果完全停電的話,則所有螺線管將以零電流來操 作。這些螺線管所控制的内部壓力將恢復預設的壓力狀 〇 態。變速器内的液壓系統可經設計以使這種情形代表有效 “跛行回家’’ (limp home)模式。變更器可預設為完全超 速傳動,且扭矩變換器可預設為解鎖狀態。檔位盒狀態可 取決於PRNDL位置,且可(例如)在傳動器控制下操作。 在傳動檔位(Drive),預設檔位是低速檔(L〇w);在反 向檔位(Reverse),預設檔位是反向檔(Reverse)。這有 助於載具啟動以及以合理的速度傳動。此外,如果在高載 具速度上發生故障,則單向離合器(〇ne_w 1 h) 限運轉以避免引擎速度過快。 β 雖然控制器電路、經設計以具有高度穩健性(robust), 仁疋仍然可使用一種監視計時器(watChd〇gtimer)來應付 ,然的失控。這是-種在常職作巾f要進行週期性計時 器重設(resets)的内電路。如果控制器程序意外停止且在 規定的時間間隔内不執行重設,則用此計時器來重設控制 器系統。這使得控制器能夠回到線上狀態(〇n line),且 保持系統的控制。 能應付的有兩種普通液壓故障模式。這兩種液壓故障 200936914 模式包括失壓(loss of pressure )與過度的反壓 (backpressure ) 〇 意外的低壓可用兩種方式來偵測。控制器可直接測 量,或者接收表示各個系統壓力位準的訊號,且可將這些 數值與預期的範圍相比較。即使不直接測量壓力,失壓也 會像速度輸入所指示的那樣造成離合器過度滑動。在這兩 種情形下,離合器過度滑動都將損壞摩擦板(frieti〇n plates) ’且變更器壓力低將造成失控。 這種狀況的規定對策是釋放所有的離合器,使變速器 處於空槽狀態。這使得所有負載都從摩擦板與變更器上被 移除。儘管在此狀態下載具不會傳動,但是能避免潛在的 破壞性元件磨損。也可向傳動器發出關於變速器故障的指 示。 控制器可測量或監控潤滑油壓力輸入變數。如果潤滑 油壓力流失或意外降低,則表明即將發生破壞性情況。在 此情形下,變速器會馬上轉換為空檔,使得所有構件都不 ❹ 必傳遞動力。控制器可亮起診斷燈。 如果離合器組雖然被釋放,但卻捕獲(_)到殘餘 壓力’就會造成不希望出現的離合器拖夷(dutchdrag), 這也能藉由監控壓力或速度來侧。對於這種狀況,最安 全的回應是對傳動器發出警報以使載具停止。 控制器系統中可安裝兩個溫度感測器。第-個溫度减 測器是用來監控油箱裡的油,以指示流體平均溫度。第i 個溫度感測器是位於變更器中,用來感測濺在球形(行星) 61 200936914 接觸面(contactpatch)上的牽引流體的温度。 變更器冷卻劑的溫度極限是即將發生致命故障的標 誌。如果偵測出這種狀況,變速器會立刻釋放所有的離合 器,轉換到空檔。這使得變更器被卸載,使任何更多的^ 在破壞性接觸面滑動動力最小化。儘管載具不能傳動,但 是不出現這種狀況就是最安全的折衷辦法,且可避免進___ 步磨損。 流體溫度低會使黏度(viscosity)增大,限制流體在 Ό 某些電路中的流動。這不會被視為故障,但可能會危及性 能。在低於校準的臨界值的狀態下’控制系統可防止扭矩 變換器離合器鎖定’藉此來將油加熱到合理的工作溫度。 流體溫度高會促進摩擦的減小,且增強牽引特性。在 咼於校準臨界值的狀態下,一移動載具的變換器可經控制 以始終運行在鎖定狀態以減少進一步加熱。如果溫度持續 上升’警示燈就會向傳動器發出警報。 系統速度測量允許對每個摩擦離合器(fricti〇n dutch) ❿ 上的滑動進行計算。如果是在已知對離合器使用了高安全 因數的情形下偵測出滑動,則可斷定是摩擦材料實質上品 質降級。傳動器將收到關於此錯誤的警報,離人 分離以避免進-步損壞與過度加熱。且離口 —會 可提供一種輸入至控制器來測量變更器伺服器位 置。根據此資訊可計算環接觸半徑,從而計算球形變更器 的機械傳動比。此機械傳動比可與速度比相比較,以確定 環接觸面上的滑動。如果經確定滑動要高於校準的臨界 62 200936914 值,那麼變更器則被卸載以防可能被損壞。就像變更器潤 滑油溫度高的情形-樣,這也可藉由將變速器轉換為空標 來達成,但會造成載具動力損失。 如本說明書中使用的術語“耦接”或“連接,,既有 間接耦接的意思又有直接耦接或連接的意思。對於有兩個 或兩個以上區塊、模組、元件或裝置相互耦接的情形,兩 個耦接的區塊之間可存在著一個或一個以上中間區塊。 Φ 結合本說明書所揭露的實施例來描述的各種說明性 邏輯區塊、模組、控制器以及電路可利用通用的處理器、 數位訊號處理 (digital signal processor,DSP)、精簡指 令集電腦(Reduced Instruction Set Computer,RISC)處理 器、特殊應用積體電路(application specific integrated circuit,ASIC )、場可程式化閘陣列(field programmable gate array,FPGA)或其他可程式化邏輯元件、離散閘(discrete gate)或電晶體邏輯(transistor logic)、離散硬體組件或 其任何組合來實施或執行,這些元件經設計以執行本說明 © 書所述之功能。通用的處理器可以是微處理器 (microprocessor),但是可選擇的是,處理器可以是任何 處理器、控制器、微控制器或狀態機(state machine)。 控制器或處理器也可利用計算元件之組合(例如,數 位訊號處理器與微處理器之組合)、多個微處理器、與數 位訊號處理器核心結合而使用的一個或多個微處理器或任 何其他類似組態來實施。 結合本說明書中揭露的實施例所述之方法步驟、程序 63 200936914 或演算法可直接用硬體、軟體模組( 執行的一條或多條可程式化指令、資 要用處理器來 或電腦可讀媒體上且用處理器或電腦來二理器 者相結合來具體實施。 的資訊)或兩 a法或程序中的各個步驟或動作可按39圖中所-从 次序來執行,也可按照其他次序 ^二圖中所不的 ❹ 方法與程序卜可省略-個或多個程序或方+在所述之 添加-個或多個程序或方法步“驟’:,也可 :添加在所述之方法與程序的:卜 士恭=然本發明已以實施例揭露如上,缺其並非用以限定 領域中具有通常;識者:不= 發明之保t乾圍内’當可作些許之更動與麟,故本 【圖式簡單2】當視後附之申請專利範圍所界定者為準。 圖1是— 圖。 一種包括變速器的傳動裝置的原理方塊簡化 圖2是_ 程簡化圖。〜種帶有電子控制的變速器之實施例的動力流 圖3八b 圖3B ^〜種帶有電子控制的變速器的簡化圖。 国,^疋〜種變更器之實施例的簡化圖。 園3C县 圖4是〜〜種變速器之實施例的流體流動簡化圖° 方塊簡化圖Γ種用於變速器的電子控制器的實施例的原理 64 200936914 圖5是電子控制器所實施的變速器換檔曲線圖的實施 例的簡化圖。 圖6是電子控制器所實施的引擎速度映射圖的實施例 的簡化圖。 圖7是電子控制器所實施的變更器映射圖的實施例的 簡化圖。 圖8是電子控制器所實施的變更器映射圖的實施例的 簡化圖。 圖9是電子控制器所實施的引擎限速映射圖的實施例 的簡化圖。 圖10是電子控制器所實施的變更器限速映射圖的實 施例的簡化圖。 圖11是估計引擎扭矩相對於節流閥位置的簡化映射 圖。 圖12是線路壓力排程的實施例的簡化圖。 圖13是線路壓力控制映射圖的實施例的簡化圖。 圖14是離合器應用設定檔的實施例的簡化圖。 圖15是離合器壓力控制映射圖的實施例的簡化圖。 圖16是扭矩變換器離合器曲線圖的實施例的簡化圖。 圖17是控制變速器的一種方法的實施例的簡化流程 圖。 圖18是控制變速器中之變更器的一種方法的實施例 的簡化流程圖。 圖19是可在變速器上實施的一種閥系統的實施例的 65 200936914 流體流動圖的實施例的示意圖。 【主要元件符號說明】 100 :傳動裝置 101 :變速器 102 :原動機 104 :輸入介面 106、220、1200 :變更器 0 107 :使用者介面 108 :控制器 109 :遠端介面 110 :輸出介面 112、240、1600 :檔位盒 114 :負載 210 :扭矩變換器 212:鎖定離合器 213、221、243、245、247 :電子螺線管 Φ 230:動力結合器 242、244、246 :離合器 300 :變速器流體流動圖 310、806 :幫浦 312、320、342、344、346 :控制活塞 350 :油箱 410 :換檔點模組 412 :換檔排程模組 66 200936914 420 :變更器模式模組 430 :換檔邏輯模組 440 :引擎速度設定點模組 450 :換檔品質控制模組 460:閉環演算法控制模組 500 :變速器換檔曲線圖 600 :引擎速度映射圖 Ο 700、702 :變更器傳動比映射圖 800 :扭矩變換器配件 805、1401 :動力輸出部分 810、1415 :軸承組件 900 :引擎限速映射圖 902 :變更器限速映射圖 904 :估計引擎扭矩相對於節流閥位置的映射圖 906 :線路壓力排程 908 :線路壓力控制映射圖 _ 1000 :主軸 1010:中央部分 1020 :轴向反動力凸緣 1400 :結合元件 1402 :離合器應用設定檔 1404 :離合器壓力控制映射圖 1405、1410 :動力輸入部分 1602 :扭矩變換器離合器曲線圖 67 200936914 1700 :控制變速器的方法 1710〜1724、1752〜1764 :步驟 1750 :控制變更器的方法 1800 :傳動箱 1810 :鈴狀箱殼 1820 :尾部箱殼 2000A :輸入負載凸輪牽引環配件 2000B :輸出負載凸輪牽引環配件 ® 2100 :行星換檔桿配件陣列 2102 :行星 2104 :行星軸 2106 :換檔桿 2200 :換檔凸輪恒星配件 2202 :恒星 2204 :軸承 2206 :換檔凸輪 ❿ 2208 :控制活塞 2210 :活塞管 2244 :側面 2300 :定子歧管配件 2500 :閥系統 2502 :幫浦閥子系統 2504 :壓力調節閥 2506A、2506B、2506C :扭矩變換器控制閥 68 200936914 2508 :手動間 2510、1512、1514、1516 :離合器 2518A、2518B :反向離合器控制閥 2520 :直接傳動離合器控制閥 2522 :前進離合器控制閥 2524 :手動低速檔離合器控制閥 2526 :離合器調節閥 2528 :潤滑油壓力調節器 ® 2530 :螺線管壓力調節器 2531 :扭矩變換器調節閥 2532 :傳動比控制閥 LA1 :軸Th-settcc=[0 10 20 40 60 90 91 100] pet throttle angle VTClock=[14 14 18 28 34 44 44 44] kph torque converter lock VTCunlock=[12 12 12 12 22 34 34 34] kph torque The converter is unlocked' Thus, the controller may be configured in accordance with various embodiments and having the features described herein to control the transmission, particularly a transmission having at least one substantially continuously changeable transmission ratio portion (such as a changer, no segment) Transmission or infinite transmission). An example of a transmission with a changer and used in conjunction with a two-speed gearbox is used in the above examples. In controlling this transmission, the controller performs various strategies and procedures to optimize transmission operation in a variety of states and corresponding standards. Figure π is a simplified flow diagram of an embodiment of a method 17 of controlling a transmission. The method 1700 can be implemented, for example, in the controller shown in Figure 4 to control the transmission shown in Figures 2 and 3A. Method 1700 begins at block 1710, in which, for example, a controller on a shift point module and a changer mode module receives an input signal. These input signals can include sensor values and control input values. The controller proceeds to block 1712 and determines the active control gear based on these input values. For example, the shift point module can determine the active control gear from among a plurality of control gear positions. Each control gear can correspond to a series of gear ratios. Two or more control gears may include overlapping gear ratios. The controller proceeds to block 1714' and the changer mode module determines the active changer mode from the plurality of transformer modes. The changer mode module determines the changer mode based on the input value and the active control gear or the signal based on this active control gear, such as the changer flag. The controller then proceeds to block 1716 and determines the position box configuration, which may include a gearbox clutch engagement configuration, a gearbox ratio, etc., or a combination thereof. The controller proceeds to block 1718 and determines the state of the torque converter clutch based on the input signal and the active control gear. The controller proceeds to block = 20 and configures the changer based on the changer mode and the input value. The controller has just entered block 1722 and the gearbox is configured according to the configured configuration. Control = advances to block 1724 and the torque converter clutch is configured to determine whether the torque converter couple should or should be disengaged depending on the controller. Figure 18 is a simplified flow diagram of one embodiment of a changer in a control transmission. This method 1750 can be implemented, for example, by a map controller for the transmission shown in Figures 3A-3C. 55 200936914 The method 1750 begins at block 1752, in which, for example, a controller on a shift point module and a changer mode module receives input signals, which may include sensor values and controls. input value. The controller proceeds to block 1754 where the slot module can determine the mode of the changer based on the inputs. The controller proceeds to block 1756' in block 1756; the shift point module determines the active control position. The controller proceeds to block 1758 where the controller φ, for example, uses the shift point module to determine the gearbox ratio based on the control gear 'input signal and the shift schedule, where the shift schedule It is stored in the shift scheduling module and accessed from the shift scheduling module. The controller proceeds to block 1760 where the changer mode module can determine the desired changer gear ratio based, for example, on the changer mode. The controller proceeds to block 1762 and the engine speed setpoint module maps the gear ratio to the target engine speed. The controller proceeds to block 1764 and controls the changer to achieve the target engine speed. The controller can, for example, utilize a closed loop control module to monitor the engine speed and control the solenoids within the changer that control the position of the longitudinal axis of the rotating planet to achieve the target engine speed. 19 is a schematic illustration of an embodiment of a fluid flow diagram of an embodiment of a valve system 2500 that can be implemented on a transmission such as a transmission. The related hardware represented by the symbols and schematic symbols shown in Fig. 19 should be easily understood by those having ordinary knowledge in the prior art. The valve system 25A can include a pump valve subsystem 2502 that is configured to fluidly communicate with a plurality of pressure control valves. In one embodiment, the pump valve subsystem 56 200936914, system 2502 is adapted to operate in conjunction with the pump 806 (Fig. 3A) on the transmission i〇1. The pump valve subsystem 2502 can include a pressure regulation head 2504. In addition to other events, the 'pressure regulating valve 25〇4 also controls the system of the inter-system MOO (sometimes referred to in this book as "line pressure,") ^ pressure adjustment 2504 and many torque converter control valves 25 〇6a, 25〇6B, 25〇6C are in interesting communication. For example, torque converter control valve 2506 is suitable for controlling the engagement and disengagement of torque converter 210, among other events. ❿ In one embodiment, the valve System 2500 includes a manual valve 2508 that is in fluid communication with pressure regulating valve 25A. This manual port 2508 is operatively coupled to a PRNDL rod. This manual valve 2508 is adapted to, for example, refer to Table 4. The pressure switch manifold cooperates with the operation. In one embodiment, the gear box 1600 is composed of a hydraulic friction clutch, and the valve system 25^ is in communication with the hydraulic friction clutches, like the master clutch of the control logic. Coupling and separation. Figure 19 illustrates the hydraulic connection of each clutch in the slot box. Reverse clutch 251 前进, forward clutch 2512, direct drive clutch 2514, and manual low gear clutch 2516 The jacks are engaged and disengaged by hydraulic pressure acting on the clutch surface. The clutches can be substantially similar to the clutches included in the gearbox 1600. The passage of pressurized fluid to each clutch is by, for example, a gearbox. The holes in the transmission case and the ports in the valve system 25A. The valve system 2500 can include a set of reverse clutch control valves 2518A and 2518B that are in fluid communication with the reverse clutch 2510. The valve system 2500 can include a direct drive clutch control valve 2520 that is in fluid communication with direct drive clutch 2514. Valve system 25 57 57 200936914 includes forward clutch control valve 2522 that is in fluid communication with forward clutch 2512. Valve system 2500 can include The manual low speed clutch control valve 2524 is in fluid communication with the manual low speed clutch 2516. The manual low speed clutch control valve 2524 is configured to be in fluid communication with the forward clutch control valve 2522. In an embodiment, the valve system 2500 includes Clutch regulator valve 2526 'This clutch regulator valve 2526 is configured to provide for adjustment The pressure of the manual low speed clutch control valve 2524 is applied. Each control valve is adapted to operate in conjunction with, for example, an electrohydraulic solenoid as indicated in Table 2. In one embodiment, the 'manual valve 2508 is used to direct line pressure. Proper valve connection is made to achieve gearbox control. When “p” or “N” is selected, the manual valve moves to a position that blocks line pressure from reaching all clutch control valves. When “R” is selected, the manual valve is selected. Move to a position that can direct line pressure to the reverse clutch control valve 2518. Selecting "D" or "L" causes the manual valve to move to a position that can direct line pressure to the control valve associated with direct drive clutch 2514, forward clutch 2512, and manual low speed clutch 2516. © In one embodiment, the selection of 7"^" allows the direct drive clutch 2514, forward clutch 2512, and manual low clutch 2516 to be coordinated by the control logic. Forward clutch 2512 and manual low clutch 2516 utilize forward clutch control valve 2522 ("sequential valve" in Figure 19), manual low speed clutch control valve 2524 (Fwd/Man change valve in Figure 19), and clutch adjustment The valve condition is controlled by “Fwd/Man (Reg.),”). The forward clutch control side 2522 and the low speed clutch control cycle are connected to the normally emptied switching solenoid. The directional control valve. In one embodiment, selecting R causes the manual valve to move to a position that can direct line pressure to the reverse clutch control valve 1518. The reverse clutch control valve can include two pressure regulating valves 'passive valve (passive) Valve) 2518B and active valve 2518A. Active valve 2518A ("Reverse Reg valve" in Figure 19) is connected to the control system via a normally pressurized variable bleed solenoid. Adjusted pressure Guided from active valve 2518A to reverse clutch 2510 and passive valve 2518B ("Reverse boost valve" in Figure 19). When manual valve selection is shifted from "R" position, and control logic The reverse clutch pressure is depleted when the appropriate solenoid commands are coordinated. In one embodiment, the valve system 2500 includes a lube pressure regulator 2528 configured to with line pressure and, for example, a full slip of the transmission ιοί The system is connected. The lubrication system pressure can be adjusted either by a passive pressure regulator or by a solenoid in the manner of a main pressure regulator. The valve system 2500 can include a solenoid pressure regulator 2530 configured to The fluid mode is in communication with the line pressure. This solenoid pressure regulator 2530 provides pressurized fluid to a plurality of solenoids in the valve system 2500. In one embodiment, the valve system 2500 includes a torque converter regulating valve 2531 configured Fluidly coupled to torque converter control valve 2506. Valve system 2500 includes a ratio control valve 2532 that is configured to operate in conjunction with, for example, a changer 12 。. In one embodiment, ratio control valve 2532 is A central open-center pressure control valve. The controller is not limited to controlling the transmission' but can also be provided according to 59 200936914 Various input signals from the controller provide diagnostic information. The controller can be configured to control the transmission when a fault mode is detected to avoid a fatal fault in the transmission and to allow limited operation in the fault mode. There are two types: power outages and controller crashes. Both of these situations usually resume operations reasonably, but the functionality may be reduced. If a complete power outage occurs, all solenoids will operate with zero current. The internal pressure controlled by the line pipe will return to the preset pressure state. The hydraulic system in the transmission can be designed so that this situation represents an effective "limp home" mode. The changer can be preset to a full overdrive and the torque converter can be preset to an unlocked state. The box status may depend on the PRNDL position and may operate, for example, under the control of the transmission. In the drive position, the preset gear is the low gear (L〇w); in the reverse gear (Reverse), The preset gear position is Reverse. This helps the vehicle to start and drive at a reasonable speed. In addition, if a fault occurs at high vehicle speed, the one-way clutch (〇ne_w 1 h) is limited to operation. To avoid engine speed too fast. β Although the controller circuit is designed to be highly robust, it can still be handled with a watchdog timer (watChd〇gtimer), but it is out of control. The internal circuit of the periodic timer reset is required. If the controller program stops unexpectedly and does not perform reset within the specified time interval, use this timer to reset the controller system. Make the controller It is able to return to the online state (〇n line) and maintain control of the system. There are two common hydraulic failure modes that can be coped with. These two hydraulic failures 200936914 modes include loss of pressure and excessive back pressure (backpressure) 〇 Unexpected low voltage can be detected in two ways. The controller can directly measure or receive signals indicating the pressure level of each system, and can compare these values with the expected range. Even if the pressure is not directly measured, the pressure loss It will also cause the clutch to over-slip as indicated by the speed input. In both cases, excessive clutch slip will damage the friction plates (frieti〇n plates) and the low pressure of the changer will cause loss of control. The countermeasure is to release all the clutches and leave the transmission in an empty state. This allows all loads to be removed from the friction plate and the changer. Although the downloader does not drive in this state, it can avoid potential destructive component wear. An indication of the transmission failure can also be sent to the actuator. The controller can measure or monitor the lube pressure input change. If the lubricant pressure is lost or unexpectedly reduced, it indicates that a destructive condition is about to occur. In this case, the transmission will immediately switch to neutral, so that all components will not transmit power. The controller can illuminate the diagnostic light. If the clutch pack is released, but catching (_) to residual pressure 'causes an undesired clutch drag, it can also be sideways by monitoring pressure or speed. For this situation, the safest The response is to alert the actuator to stop the vehicle. Two temperature sensors can be installed in the controller system. The first temperature reducer is used to monitor the oil in the tank to indicate the average temperature of the fluid. The i-th temperature sensor is located in the changer to sense the temperature of the traction fluid splashed on the spherical (planetary) 61 200936914 contactpatch. The temperature limit of the changer coolant is a sign that a fatal fault is imminent. If this condition is detected, the transmission will immediately release all clutches and switch to neutral. This allows the changer to be unloaded, minimizing any further sliding forces on the destructive contact surface. Although the vehicle cannot be driven, it is the safest compromise that does not occur and avoids ___ step wear. A low fluid temperature increases the viscosity and limits the flow of fluid in certain circuits. This will not be considered a malfunction, but it may jeopardize performance. At a lower than the critical value of the calibration, the control system prevents the torque converter clutch from locking' to thereby heat the oil to a reasonable operating temperature. A high fluid temperature promotes a reduction in friction and enhances traction characteristics. In the state of the calibration threshold, a transducer of the moving carrier can be controlled to always operate in a locked state to reduce further heating. If the temperature continues to rise, the warning light will give an alarm to the actuator. System speed measurement allows calculation of the slip on each friction clutch (fricti〇n dutch). If the slip is detected with a high safety factor known to the clutch, it can be concluded that the friction material is substantially degraded. The actuator will receive an alert about this error and will be separated from the person to avoid further damage and overheating. And out of the way — an input to the controller can be provided to measure the changer servo position. Based on this information, the ring contact radius can be calculated to calculate the mechanical gear ratio of the ball changer. This mechanical transmission ratio can be compared to the speed ratio to determine the slip on the ring contact surface. If it is determined that the slip is above the critical value of the calibration 62 200936914, the changer is unloaded to prevent possible damage. Just as the temperature of the changer oil is high, this can also be achieved by converting the transmission to an air standard, but it will cause power loss to the vehicle. As used in this specification, the terms "coupled" or "connected" mean both indirect coupling and direct coupling or connection. For two or more blocks, modules, components or devices In the case of mutual coupling, there may be one or more intermediate blocks between the two coupled blocks. Φ Various illustrative logic blocks, modules, controllers described in connection with the embodiments disclosed herein And the circuit can utilize a general-purpose processor, a digital signal processor (DSP), a Reduced Instruction Set Computer (RISC) processor, an application specific integrated circuit (ASIC), and a field. Implemented or executed by a field programmable gate array (FPGA) or other programmable logic element, discrete gate or transistor logic, discrete hardware components, or any combination thereof. The components are designed to perform the functions described in this book. The general purpose processor can be a microprocessor. Alternatively, the processor can be any processor, controller, microcontroller, or state machine. The controller or processor can also utilize a combination of computing elements (eg, digital signal processor and microprocessor) The combination of the plurality of microprocessors, one or more microprocessors used in conjunction with the digital signal processor core, or any other similar configuration. The method steps described in connection with the embodiments disclosed herein , program 63 200936914 or algorithm can be directly used by hardware, software modules (executing one or more programmable instructions, resources to use the processor or computer readable media and using a processor or computer to the processor The combination of the information or the steps or actions in the two methods or procedures can be performed in the order shown in Figure 39, or in other orders.卜 omitting - one or more programs or parties + adding - one or more programs or method steps to "steps":, also: added in the methods and procedures described: 士士恭=然本发The above has been disclosed in the above embodiments, and it is not used to limit the field in general; the person who knows: does not = the inside of the invention, and can make some changes and lining, so this [simple figure 2] The scope defined in the patent application is subject to change. Figure 1 is a diagram. A simplified block diagram of a transmission including a transmission. Figure 2 is a simplified diagram of the process. Power flow of an embodiment with an electronically controlled transmission Figure 3bb Figure 3B is a simplified diagram of an electronically controlled transmission. A simplified diagram of an embodiment of the country. Figure 3 is a simplified diagram of the fluid flow of an embodiment of the transmission. Figure 4 is a simplified diagram of an embodiment of an electronic controller for a transmission. 64 200936914 Figure 5 is a transmission shift implemented by an electronic controller A simplified diagram of an embodiment of a graph. Figure 6 is a simplified diagram of an embodiment of an engine speed map implemented by an electronic controller. Figure 7 is a simplified diagram of an embodiment of a changer map implemented by an electronic controller. Figure 8 is a simplified diagram of an embodiment of a changer map implemented by an electronic controller. Figure 9 is a simplified diagram of an embodiment of an engine speed limit map implemented by an electronic controller. Figure 10 is a simplified diagram of an embodiment of a changer speed limit map implemented by an electronic controller. Figure 11 is a simplified map of estimated engine torque versus throttle position. Figure 12 is a simplified diagram of an embodiment of line pressure scheduling. Figure 13 is a simplified diagram of an embodiment of a line pressure control map. 14 is a simplified diagram of an embodiment of a clutch application profile. 15 is a simplified diagram of an embodiment of a clutch pressure control map. 16 is a simplified diagram of an embodiment of a torque converter clutch diagram. 17 is a simplified flow diagram of an embodiment of a method of controlling a transmission. 18 is a simplified flow diagram of an embodiment of a method of controlling a changer in a transmission. 19 is a schematic illustration of an embodiment of a 65 200936914 fluid flow diagram of an embodiment of a valve system that can be implemented on a transmission. [Main component symbol description] 100: Transmission device 101: Transmission 102: prime mover 104: input interface 106, 220, 1200: changer 0 107: user interface 108: controller 109: remote interface 110: output interface 112, 240 1600: gear box 114: load 210: torque converter 212: lockup clutch 213, 221, 243, 245, 247: electronic solenoid Φ 230: power combiner 242, 244, 246: clutch 300: transmission fluid flow Figures 310, 806: Pumps 312, 320, 342, 344, 346: Control Piston 350: Fuel Tank 410: Shift Point Module 412: Shift Schedule Module 66 200936914 420: Changer Mode Module 430: Shifting Logic Module 440: Engine Speed Set Point Module 450: Shift Quality Control Module 460: Closed Loop Algorithm Control Module 500: Transmission Shift Diagram 600: Engine Speed Map Ο 700, 702: Changer Gear Ratio Map Figure 800: Torque Converter Fittings 805, 1401: Power Output Sections 810, 1415: Bearing Assembly 900: Engine Speed Limit Map 902: Changer Speed Limit Map 904: Map of Estimated Engine Torque Relative to Throttle Position 906 : Line pressure row Process 908: Line Pressure Control Map _ 1000: Spindle 1010: Central Section 1020: Axial Reverse Power Flange 1400: Bonding Element 1402: Clutch Application Profile 1404: Clutch Pressure Control Map 1405, 1410: Power Input Section 1602: Torque Converter Clutch Curve 67 200936914 1700: Method 1710~1724, 1752~1764 for Controlling the Transmission: Step 1750: Method of Controlling the Changer 1800: Gearbox 1810: Bell Box Case 1820: Tail Case 2000A: Input Load Cam Traction Ring Accessory 2000B : Output Load Cam Traction Ring Accessories ® 2100 : Planetary Gear Shift Accessory Array 2102 : Planet 2104 : Planetary Axis 2106 : Shift Lever 2200 : Shift Cam Stellar Accessories 2202 : Stellar 2204 : Bearing 2206 : Shift Cam ❿ 2208: Control piston 2210: Piston tube 2244: Side 2300: Stator manifold fitting 2500: Valve system 2502: Pump valve subsystem 2504: Pressure regulating valves 2506A, 2506B, 2506C: Torque converter control valve 68 200936914 2508: Manual Between 2510, 1512, 1514, 1516: Clutches 2518A, 2518B: Reverse clutch control valve 2520: Direct drive clutch control valve 2522: front Inlet clutch control valve 2524 : Manual low speed clutch control valve 2526 : Clutch control valve 2528 : Lubricating oil pressure regulator ® 2530 : Solenoid pressure regulator 2531 : Torque converter control valve 2532 : Transmission ratio control valve LA1 : Shaft
Til、TI2 :牵引介面 V12、V21、varlow、V23、V32、varhigh :曲線 ngear、PlineSetMin、PlineSetNom、PlineSetMax、 TfCHMAX、TfCH、STEP、TdoneCH、dTfCH、VTClock、 參 VTCunlock :參數 69Til, TI2: Traction interface V12, V21, varlow, V23, V32, varhigh: curve ngear, PlineSetMin, PlineSetNom, PlineSetMax, TfCHMAX, TfCH, STEP, TdoneCH, dTfCH, VTClock, reference VTCunlock: parameter 69
Claims (1)
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US98856007P | 2007-11-16 | 2007-11-16 |
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TW097144386A TWI541460B (en) | 2007-11-16 | 2008-11-17 | Controller for variable transmission |
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TW104136235A TWI545279B (en) | 2007-11-16 | 2008-11-17 | Controller for variable transmission |
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CN (2) | CN101861482B (en) |
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-
2008
- 2008-11-14 CN CN200880116244.9A patent/CN101861482B/en not_active Expired - Fee Related
- 2008-11-14 WO PCT/US2008/083660 patent/WO2009065055A2/en active Application Filing
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- 2008-11-17 TW TW097144386A patent/TWI541460B/en not_active IP Right Cessation
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Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
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TWI666140B (en) * | 2016-12-09 | 2019-07-21 | 日商豐田自動車股份有限公司 | Controller for vehicle and control method for vehicle |
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US10100927B2 (en) | 2018-10-16 |
CN101861482A (en) | 2010-10-13 |
CN103939602A (en) | 2014-07-23 |
CN103939602B (en) | 2016-12-07 |
US11125329B2 (en) | 2021-09-21 |
CN101861482B (en) | 2014-05-07 |
TW201604449A (en) | 2016-02-01 |
TWI545279B (en) | 2016-08-11 |
WO2009065055A2 (en) | 2009-05-22 |
WO2009065055A3 (en) | 2009-07-02 |
TWI541460B (en) | 2016-07-11 |
US8996263B2 (en) | 2015-03-31 |
US20190049004A1 (en) | 2019-02-14 |
US20150051801A1 (en) | 2015-02-19 |
US20090132135A1 (en) | 2009-05-21 |
US20220003312A1 (en) | 2022-01-06 |
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